Exercise 7

DEFINITION – CLIMBING

Climbing is a condition of flight whereby the aircraft gains

potential energy by climbing and increasing altitude
It does this by using the excess thrust above that required for
level flight

BRIEFING OUTLINE

Forces acting on the aircraft in the climb

Best rate of climb / best angle of climb / cruise climb
Effect of wind on the climb
Weight and balance and climb performance
Effect of flap / slipstream / torque

WHY IS IT BEING TAUGHT ?

Each flight starts with a climb out on take off

The pilot needs to know how to climb properly for normal flying,
cross country flying and overshooting
Ex 7 - Def
Climbing – Newton’s laws

Initiating a climb Law 3. action/reaction – pulling back on the yoke causes a

downward force on the tailplane and
thus the nose pitches up
Law 1. inertia – aircraft wants to continue on it’s original
flight path
Law 2. acceleration – lift component now tilted so aircraft
slows down unless power is added

Attitude changes Law 2. acceleration – nose pitches down aircraft will accelerate
during a climb - nose pitches up further aircraft slows
down more

Leveling off from Law 3. action/reaction – pushing forward on the yoke causes
an upward force on the tailplane and
thus the nose pitches down
Law 1. inertia – aircraft wants to continue on it’s original
flight path
Law 2. acceleration – lift component now horizontal again
so aircraft speed increases

Ex 7.2.1 i-iii
 In a sustained climb thrust
Climbing – forces acting in a climb has to balance drag and a
L component of weight which
can also be called “weight
apparent drag”

The steeper the climb, the

T greater the component of weight
D acting with drag and so the
greater the amount of thrust
required to sustain the climb

o o
10 climb 45 climb

Ex 7.2.2 i
Climbing – effects of changes in weight

Light Heavy

A heavy aircraft has a larger component of weight acting with drag and so
requires more thrust to achieve the same angle of climb as a lighter aircraft
furthermore a lighter aircraft can climb more steeply than a heavier aircraft

Ex 7.2.2 ii
Climbing – effect of altitude + propeller efficiency

As altitude increases, air density

Maximum power available
Sea Level reduces
P 15000 feet
Therefore engine power reduces,
O but power required increases
W
E When the maximum power
R
Power required available = minimum power
(for level flight)
required, the aircraft cannot climb
any higher. It is said to have
reached it’s absolute ceiling
SPEED

Variation of propeller efficiency

with speed

AoA If the blade angle is fixed, Angle of

Attack will change in forward speed
In particular as speed increases angle
of attack decreases and thrust with
Airspeed (TAS)
it

Ex 7.2.2 i-iii
 3 Different climb speeds

1min –
VY
speed

Altitude 1min –
in Given VX
climb speed

1min –
Cruise
climb
The Best Angle of Climb Airspeed Ta

Best angle of climb airspeed

Is that airspeed where there Thrust
Is the maximum excess of
thrust over drag min
Tr / drag

Airspeed (TAS)
Speed for max
Difference Tr - Ta

Best angle of climb

airspeed gives the
maximum height
gain in a given
ground distance 600 ft

Maximum angle of climb - Vx

1 minute
Ex 7.3.iii
The Best Rate of Climb Airspeed

Maximum power available

The best rate of climb
airspeed is the airspeed P
at which there is the o
Power required = Drag x airspeed
Greatest excess of w
Power available over e Power available = Thrust x airspeed

Power required r
Power required (for level flight)

Speed
Definition – maximum
gain of height in a
given time 700 ft

Maximum rate of climb - Vy

1 minute

Ex 7.3. i
Climbing - Effect of Flap
o
10 Flap
80 Kias
o
0 Flap
80 Kias

D D

o
30 Flap
80 Kias
D

o
At a given speed optimum flap selection (e.g. 10 ) will give added lift with only a
small increase In drag. The distance over the ground will be less, but the climb
gradient can be Increased. With full flap selected drag will increase substantially
giving a lower angle of climb compared to zero flap

NB – Refer to the POH for optimum flap setting

Ex 7.2.3. ii
Climbing – effect of wind

Headwind

Nil Wind

Tailwind
Exercise 8
DEFINITION – DESCENDING

A reduction in altitude at a specific speed and/or rate of descent

using an appropriate power setting with the aircraft in balance
with a constant heading using both visual reference and instruments

BRIEFING OUTLINE

Forces in the descent

Gliding for distance or time
Effect of wind and weight
Effect of power, slipstream and torque

WHY IS IT BEING TAUGHT ?

Each flight ends with a descent when returning from the general
flying area, a cross country navigation flight or flying in the
circuit as well as instrument letdowns
In an emergency after engine failure you will have to glide to safety

Ex 8 - Def
Descending – Newton’s laws

Initiating a glide
(power off) Law 1. inertia – aircraft wants to continue on it’s original
flight path

During a glide Law 1. Inertia - equilibrium

Leveling off from

a glide Law 1. inertia – aircraft wants to continue on it’s original
flight path
Law 2. acceleration - rate of change

Ex 8.1 i-iii
Descending – Forces in the glide / descent

Lift
Lift
Drag
Thrust Power
Drag off

Weight

Weight

Couples In the descent , a

T–D
L-W
component of weight
replaces thrust to
balance drag
This is also called
“weight apparent thrust”
Ex 8.1 i-iii
Descending – Attitude / speed relationship

Lift Lift

Drag Drag

Weight
Weight

The greater the drag force, the By increasing the glide angle,
greater the forward component a greater component of
of lift that will be required weight will act forwards,
This equates to a steeper angle of descent and speed will increase

Ex 8.1 i-iii
Descending – Minimum rate of descent (gliding for endurance)

If a pilot needs to stay airborne as long

as possible (Gliders) Power required
P
he can fly at a slower
o
airspeed than the best glide speed
w
At this speed he will not glide as far, but
e
will however stay a airborne the longest
r
This speed is based on the maximum
Minimum power required speed
endurance speed with power on (refer
POH, usually 75% of best range speed)
Speed

60

Minimum rate of descent will give longest time

Ex 8.3/4 ii
GLIDING FOR RANGE – have to make the field! Total Drag

Lift D
r Minimum
a Drag speed
g
Drag

Speed
Weight
The least drag occurs at the best
lift/drag ratio. If the aircraft is flown
at this speed it will result in the
longest glide distance

80
Best glide speed will give longest distance

Ex 8.2 i
 GLIDING FOR RANGE

POH – Best glide range (=minimum glide angle)

Descending – Variation in drag and glide angle

Not gliding at the best L/D ratio

causes increased drag and less
distance over the ground

Refer
POH for
Best glide speed

65 90 80
Max. Max.
endurance range

Flaps, gear and fine pitch all cause

increased drag and less distance over
the ground

Ex 8.1 i-iii
Descending – Effect of weight on the glide

Lift
Effect of weight is obvious ? Resultant
The greater the weight the less
The glide range – WRONG !

Weight does not effect the gliding

angle only the glide speed Drag

An increased weight merely alters

the length of the lift and drag vectors
and the resultant – the gliding angle
is not changed
Weight
What has changed is the gliding speed
a heavier aircraft will have a faster best
gliding speed than a lighter aircraft Refer POH

A training aircraft with a small range of take-off

weights will not benefit significantly from being
flown at a different glide airspeeds for different weights
Ex 8.4 i
Descending – Effect of power

When power is used during the descent, the

increased thrust means that a reduced component
Lift of weight is required to balance drag. The aircraft
can thus be flown at a reduced angle of descent

Drag Lift

Weight Drag

Component of weight
assisting forward motion Weight

Ex 8.6