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5 Climb
5 Climb
5. CLIMB
CLIMB
Engine ratings
Climb analysis
Climb speeds
• Maximum angle
• Maximum rate of climb
• Constant IAS
• Constant IAS/MACH
• Optimum climb speed
Factors affecting climb
Operative ceilings
Step climb
ENGINE RATINGS
Engines are certified to deliver standard thrusts depending upon
atmospheric conditions:
Maximum Takeoff Thrust: This is the maximum thrust that the engine
can deliver for 5 minutes at standard sea level atmosphere.
MCL - Maximum Climb Thrust: This is the maximum thrust certified for
en-route climb; sometimes it is the same as MCT. (not certified)
L
T
φ D
sin φ = (T – D) / W
In addition, the rate of climb (R/C) is the vertical component of the True
Airspeed of the aircraft, so it is affected by the climb angle:
TAS
R/C
φ
CLIMB ANALYSIS
Combining the two previous formulas we obtain:
T -D
R/C = TAS ·
W
Therefore, the rate of climb will increase then with: a higher TAS, a
higher excess of thrust and with a lower weight.
CLIMB ANALYSIS
Vx Vy TAS
CLIMB ANALYSIS
DRAG
THRUST (JET)
PO
W ER
(PIS
T ON
)
DMIN TAS
CLIMB ANALYSIS
POWER
T
JE
PISTO
N
Climb
position
% Climb
capability FL330
50 FL290
60
FL250
70
FL200
80
90
100
IAS
CLIMB SPEEDS
CLIMB AT CONSTANT IAS/MACH
Since it is impractical to climb at decreasing IAS speeds, the constant
IAS/M climb is usually performed, simplifying the operation:
The climb is performed at a constant IAS until a certain MACH is
reached. Then the climb is continued keeping this MACH number.
PA PA
TROPOPAUSE
9%
30%
Theoretical R/C
Real R/C
25%
TAS R/C
CLIMB SPEEDS
OPTIMUM CLIMB SPEED
The optimum climb speed is the result of taking into account all the
factors that affect climb in terms of efficiency and operative costs.
It is usually higher than the best R/C speed (Vy).
Factors that affect this speed:
OAT and final cruise level do not affect the optimum climb speed.
SOME FACTORS AFFECTING CLIMB
Climb gradient ↓
PRESSURE ALTITUDE ↑
Rate of climb ↓
Climb gradient ↓
TEMPERATURE ↑
Rate of climb ↓
Climb gradient ↓
WEIGHT ↑
Rate of climb ↓
OPERATIVE CEILINGS
ABSOLUTE OR AERODYNAMIC CEILING
The aircraft cannot climb beyond the aerodynamic ceiling, which is
determined by the aerodynamic properties of the aircraft. This
situation of R/C = 0 fpm (impractical) could only be established at one
speed (Vx equals Vy at this point).
In this case, the aircraft reaches a situation in which a higher speed
would produce a high-speed stall, and a lower speed would produce a
low-speed stall. This situation is known as “coffin corner”.
PROPULSION CEILING
Is that altitude that the available thrust provided by the engines
permits to reach. It is usually lower than the aerodynamic ceiling.
OPERATIVE CEILINGS
SERVICE CEILING
Since reaching the absolute ceiling is impossible in practice, the
service ceiling is considered. At this altitude the aircraft has a
maximum rate of climb of 100 fpm.
DESIGN CEILING
It is the maximum altitude that the aircraft can reach taking into
account the structural limits (maximum differential pressure, etc).
OPERATIVE CEILINGS
OTHER CEILINGS
Other ceilings have been established as a reference. To sum up, we
have four ceilings based upon the maximum rate of climb:
e
a ltitud
m um
Opti