a line extending from the leading edge to the trailing edge equidistent from the upper and lower surface of the aerofoil.

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

This speed is defined to be equal to the greater of stall speed (Vso) multiplied by 1.3, or stall speed (Vs1g) multiplied by 1.23.

The landing configuration that is to be taken into consideration can be defined by either the operator or by the aeroplane manufacturer but is most commonly assigned by the manufacturer.

Swept back wings

At the wing root. This is a property of rectangular wings, but it's also common to find close to the wing root devices that make it so that the wing root stalls first.

Depends on the engine.

In the case of the 737-800 CFM56, 27,300lbs total thrust at a ratio of 5.5:1

Jeppesen charts and plates are simplified and uniform.

The critical engine of a multi-engine, fixed-wing propeller-driven aircraft is the one whose failure would result in the most adverse effects on the aircraft's handling and performance.

Due to the asymmetric blade effect (P-factor), the right-hand engine typically develops its resultant thrust vector at a greater lateral distance from the aircraft's C.G. than the left-hand engine.

The failure of the left-hand engine will result in a larger yaw effect via the operating right-hand engine, rather than vice-versa, and it is termed the Critical Engine. Since the operating right-hand engine produces a stronger yaw moment, the pilot will need to use larger control deflections in order to maintain aircraft control. Thus, the failure of the critical (left-hand) engine is less desirable than failure of the right-hand engine.

The operating right-hand engine will produce a more severe yaw towards the dead engine, thus making the failure of the left-hand engine critical.

The speed is too low for an indication.

Volume of litres x Specific gravity = weight in kg