Papa,

1) If lift is greater than weight, for level flight, then the plane will be moving and/or accelerating upward. When speed increases, something has to change to keep the lift the same, if you want to fly without climbing. Most likely, what changes is the angle of attack, as a088008 says. You don't think about it this way when you fly, you just use the elevator as needed to keep flying at the same altitude. The result is that you reduce the angle of attack until the lift is again equal to the weight. If your plane were doing a tight turn, or climbing, it would not be true that lift=weight.

2) There is no general rule that lift=drag, even for the wing. In fact, a wing for which that is true would be performing very badly indeed. There is a component of drag, called induced drag, which is a direct consequence of the fact that the wing is generating lift, but this drag component is much smaller than the amount of lift being generated. It is true that increasing any of the values you list increases both lift and drag ( although increasing AoA increases lift only until stall occurs ), but that doesn't mean that lift and drag are the same, it just means that they tend to increase and decrease together.

3) Viscosity is a property of air, which you can think of as its 'thickness', in the sense that oil is thicker than water, and honey is thicker than oil. Air is 'thinner' than all these, or less viscous, but it still has some viscosity. Viscosity causes drag in several ways, some of them rather indirect. One component of drag, the skin friction drag, is quite directly caused by viscosity, and is sometimes referred to as viscous drag.

4) P factor is a little tricky to visualize. The best way is to get a 2-blade propeller in your hand ( fortunately, conventional R/C props have the rotation you describe in your question ), and look at what happens to the angle of attack of each blade when the prop is horizontal and the aircraft is at a positive angle of attack. In this situation, you will see that the right blade has a higher angle of attack, relative to the oncoming air ( recall that the aircraft is at a positive AoA, so that oncoming air is coming up at the prop a little bit ). Thus, unless the blade stalls, the right blade makes more lift than the left one, which will tend to turn the plane to the left. Don't worry too much though, the P factor is a small influence on the plane, and can usually be safely ignored.

There aren't any dumb questions.

banktoturn