Elpirata,
I agree with most of it.
Just to add some other points not often considered -
Induced flow includes not only air that is successfully induced to flow through the disc.
Indeed, as speed increases more and more induced flow will 'miss' the disc altogether as by the time it has moved downward and reached disc level the heli (disc)has gone!
The induced flow that doesn't make it through the disc could rightly be described as a waste of power and may legitimately be added to induced drag, as any other relavant loss may be.
So, as speed increases, induced power must increase and so must induced drag.
If you look at the standard induced line on either the power or drag graphs this brings up an apparent anomaly, because they show induced power and drag reducing as speed increases, not increasing as speed increases.
However, the description 'apparent' is used for a good reason - As speed increases induced power and drag increase but their net effect is outweighed by improvements in rotor disc efficiency (many factors are responsible for this, not least the increasing amounts of 'free' air (not induced downward) going through the disc, responsible for translational lift).
This loss of induced flow does not only occur in directional flight. It also occurs (to a much lesser degree)in a ground relative hover with any 'wind'(an incoming airflow)at all, and in amounts proportional to the speed of that wind.
It really makes no difference whether the disc moves to the air (as in directional flight) or the air moves to the disc (as in a ground zero speed hover into wind), there is still an airflow relative or incoming to the disc.
Some induced flow will be blown away from the disc and not go through it, but travel downward on the downwind side of the disc. Again, the 'bonus' afforded by translational lift comes into play and offsets (outweighs) the loss.
Ah..., and this only scratches the very surface of what is going on, what COMPLEX machines these Helicopters are.....
That's what makes then so fascinating!
SPS
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