Got to be a bit cautious about getting caught in the crossfire between Lu and RW-1 here!
Lu - I put a post about aerodynamic flapping on one of the other threads.
What you're talking about in your last post, the disc flapping back with forward speed, is simply called 'flapback' in UK/Aust speak.
It's a pretty straightforward idea, which if you will indulge me I'll expound a bit about here, to clarify it. As I said on the other thread, if you already know about this, excuse me telling you how to suck eggs.
As you tilt the cyclic forward, the control orbit, ie the path that the rotating part of the swash plate follows also tilts forward. The disc quickly aligns itself with that plane (aerodynamically, I reckon, but obviously we may differ on that point!).
As the helicopter moves forward, the advancing blade has a greater airspeed and generates more lift, and this lift is at a maximum on your right (anticlockwise when viewed from above direction of rotation).
If the blades were rigidly attached, the helicopter would roll left. However, they are free to flap to a position of equilibrium between lift (pushing them up)and rotational forces (throwing them out and down towards the horizontal).
Now, the key to understanding aerodynamic flapping is that where the lift force is greatest, the blades will flap up at the maximum rate; therefore directly on our right, they are flapping up fastest.
However, at any point on the advancing side, there is more lift being generated than there was before, so when a steady state is reached, the blades will flap up (compared to their previous path) all the way round the advancing side, reaching a peak at the front, and will flap down all the way round the retreating side.
The net result is that the disc has now repositioned itself so that it has 'flapped back' with respect to the control orbit, and to keep the forward motion going as you wanted, you will have to put more forward cyclic in.
You can easily see the effect if you transition forward from the hover, get the aircraft accellerating forward, and then hold the cyclic steady in the fore-and-aft plane. The aircraft will pitch up due to flapback, and you will soon have to introduce more forward cyclic to hold the nose where you want it.
That's about it - not trying to convert you, just make the aerodynamic theory a bit clearer.