PHAK 5-24

Normal turn Slipping turn Skidding turn Centrifugal force equals horizontal lift Centrifugal force less than horizontal lift Centrifugal force greater than horizontal lift Vertical lift Vertical lift Vertical lift Load Load Load Centrifugal force Horizontal lift Centrifugal force Horizontal lift Centrifugal force Horizontal lift Lift Lift Lift Weight Weight Weight Figure 5-35. Normal, slipping, and skidding turns at a constant altitude. L L L L Steady climb normal lift Climb entry increased lift Level flight normal lift Figure 5-36. Changes in lift during climb entry. T D T D T D Steady climb forces balanced constant speed Climb entry drag greater than thrust speed slowing Level flight forces balanced constant speed W L W W L L Figure 5-37. Changes in speed during climb entry. the lift. Lift at this moment is now greater than weight and starts the aircraft climbing. After the flight path is stabilized on the upward incline, the AOA and lift again revert to about the level flight values. If the climb is entered with no change in power setting, the airspeed gradually diminishes because the thrust required to maintain a given airspeed in level flight is insufficient to maintain the same airspeed in a climb. When the flight path is inclined upward, a component of the aircraft’s weight acts in the same direction as, and parallel to, the total drag of the aircraft, thereby increasing the total effective drag. Consequently, the total effective drag is greater than the power, and the airspeed decreases. The reduction in airspeed gradually results in a corresponding decrease in drag until the total drag (including the component of weight acting in the same direction) equals the thrust. [Figure 5-37] Due to momentum, the change in airspeed is gradual, varying considerably with differences in aircraft size, weight, total drag, and other factors. Consequently, the total effective drag is greater than the thrust, and the airspeed decreases. Generally, the forces of thrust and drag, and lift and weight, again become balanced when the airspeed stabilizes but at a value lower than in straight-and-level flight at the same power setting. Since the aircraft’s weight is acting not only downward but rearward with drag while in a climb, additional power is required to maintain the same airspeed as in level flight. The amount of power depends on the angle of climb. When the climb is established steep enough that there is insufficient power available, a slower speed results. The thrust required for a stabilized climb equals drag plus a percentage of weight dependent on the angle of climb. For example, a 10° climb would require thrust to equal drag plus 17 percent of weight. To climb straight up would require thrust to equal all of weight and drag. Therefore, the angle of climb for climb performance is dependent on the amount of excess thrust available to overcome a portion of weight. Note that aircraft are able to sustain a climb due to excess thrust. When the excess thrust is gone, the aircraft is no longer able to climb. At this point, the aircraft has reached its “absolute ceiling.” Forces in Descents As in climbs, the forces that act on the aircraft go through definite changes when a descent is entered from straight- and-level flight. For the following example, the aircraft