Exercises Lecture 3 - Answers

Climbing and descending flight

Dr. ir. Mark Voskuijl

Daan Westerveld
Delft University of Technology

formulanone - CC - BY – NC - SA
 AE1110x - Introduction to Aeronautical Engineering

Exercise 1
B) In climbing flight we can make the approximation that the lift equals weight (L = W ). We can
not, however, state that thrust equals drag since the we have a small climb angle.
The cosine of a small angle can be regarded as equal to one, but the sine of a small angle is close
to the angle itself. In the perpendicular equation of motion we can thus say L = W (the cos γ
drops out), but in the parallel equation of motion the γ term does not drop out.

Exercise 2
The thrust can be calculated from the equation of motion parallel to the airspeed, which states:
T −D
sin γ = W → T = D + W sin γ
We are given the weight, which we have to convert to Newton first by means of multiplying with
g0 = 9.81 m/s2 . We are also given the drag, so the only unknown left is γ. We are given the angle
of attack and the angle the pilot observes. This observation angle is the pitch angle θ (the angle
between the aircraft nose and the horizon). With the relation between the pitch angle, flight path
angle and angle of attack we have:
θ = α + γ → γ = θ − α = 17◦ − 2◦ = 15◦
We can now fill in the first equation to find the thrust:
T = D + W sin γ = 20 · 103 + 70000 ∗ 9.81 sin 15 = 197.7 kN

Exercise 3
B) As there are a lot of high mountains near the airport, the climb angle the aircraft can achieve
is more important. This is because we want to clear the mountains, and do not care about how
fast we can clear them.

Exercise 4
C) If the pilot looks outside, he/she can observe the angle the aircraft nose is making with the
horizon. This angle is defined as the pitch angle θ. Since we have θ = α + γ we cannot see
the climb angle from the pitch angle, since we also cannot observe the angle of attack by looking
outside.

Exercise 5
The maximum climb angle occurs at the condition for maximum excess thrust, i.e. the condition
of minimum drag. The maximum climb angle can be found from:

T −D
γmax = arcsin
W

The thrust and drag can be found from the graph: T − D = 3500 − 1200 = 2300 N. Since
the weight is also given (convert it to Newton first!), the maximum climb angle can readily be
calculated:

2300
γmax = arcsin = 6.6◦
20000

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Exercise 6
1) The maximum climb angle occurs at the condition for minimum drag. To find the lift coefficient,
dCL
we need to solve dC D
= 0:

dCL CD 0
= + k1 + k2 CL = 0
dCD CL
−CD0
+ 0 + k2 = 0
CL2
r
CD0
CL =
k2

If we fill in the given values for CD0 and k2 we find CLopt = 0.6075.

2) The optimal airspeed can now be found using the airspeed equation:

s r
W2 1 273.3 · 103 · 9.81 2 1
V = = = 145.8 m/s
S ρ CLopt 338.9 1.225 0.6075

−D
3) The climb angle at this point can be calculated using γ = arcsin T W . The drag needs to be
calculated first, using the drag polar:

1 2
D = (CD0 + k1 CLopt + k2 CL2opt ) · ρVopt · S = 143.34kN
2
Since the thrust is given, the climb angle is calculated as:

(810 − 143.34) · 103

γ = arcsin = 14.4◦
273.3 · 103 · 9.81

Exercise 7
D) The glide angle is not a function of the aircraft weight (as weight is not in the formula γ =
arcsin −C D
CL , so both aircraft reach the exact same spot on the runway. The weight does influence
the airspeed (see the airspeed equation), with a heavier aircraft needing to fly faster. The heavy
aircraft thus reaches the runway earlier than the light aircraft.

Exercise 8
From the data given, we can draw a triangle with a vertical side of 1,250 m, and a horizontal side
of 23,850 m. In order to calculate the glide angle we need to take the arctangent of the vertical
side divided by the horizontal side:

1250
γ̄ = arctan = 3◦
23850

Exercise 9
1) In a steady, straight flight the equation of motion parallel to the airspeed states T −D−W sin γ =
0. Since the thrust is zero and since L = W we get:

2 Answers to Exercises Lecture 3 - Climbing and descending flight

 AE1110x - Introduction to Aeronautical Engineering

−D
sin γ =
L

Since we are looking at the descent angle, we can also write sin γ̄ = DL . In order to minimise this
angle, we want to minimise D/L or maximise L/D = CL /CD . For this fraction to be maximum,
we need to differentiate this fraction with respect to CL and put it equal to zero:

 
d CL
=0
dCL CD

If we put in our lift-dragqpolar CD = CD0 + k1 CL + k2 CL2 into the previous equation, we find that
q
CD0 0.02
the optimal CL is CL = k2 = 0.0352 = 0.7538. We can then plug this result into the lift drag
polar to find:

CD = 0.02 + 0 · 0.7538 + 0.0352 · 0.75382 = 0.04

Since CL and CD are now known, the minimum descent angle is calculated as:

CD 0.04
γ̄ = arcsin = arcsin = 3.04◦
CL 0.7538

2) In order to find out if the aircraft can make the runway, we need to calculate the angle needed
to go from the building to the runway. Therefore we make a triangle with a horizontal side xb and
a vertical side hb . We can then find the angle as:

hb 50
α = arctan = arctan = 4◦
xb 715

As calculated in the previous question, the minimum descent angle of the aircraft is γ̄ = 3.04◦ .
Since the aircraft descent angle is less than the angle from the building to the runway, the aircraft
is able to make the runway in case it can get over the building.
The second parameter to compute then is whether the aircraft is able to clear the building. Given
the minimum descent angle of 3.04◦ , we can compute that on its way to the building the aircraft
will lose (1000 · tan (3.04◦ ) = ) 53 metres of altitude. Given that the aircraft has over 60 metres
of spare altitude, we conclude that the aircraft will make the runway!

Exercise 10
B) If the pilot wants to reach the higher altitude as quickly as possible, and stay there, the aircraft
needs to fly faster than the stall speed at that altitude (otherwise we would descent again). The
quickest way to get there is by converting a large part of the speed into altitude, answer B.
If we would trade all kinetic energy for potential energy, the aircraft would have no more airspeed
and thus fall down again. Climbing with a sustained maximum climb rate is a good option, but will
be slower, since we don’t convert kinetic energy in potential energy (i.e. we only add energy using
the propulsion system. instead of using what we already have).

Exercise 11
The maximum rate of climb occurs at the point of maximum excess power. This is where the power
available and the power required curve are furthest apart. So the second box from the right.

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Exercise 12
1) In order to find the airspeed, we first need to find the lift coefficient. It is given that the aircraft
flies with maximum rate of climb, and we know that this maximum rate of climb occurs at the
minimum power required. This means we need to minimize D · V . If we rewrite this (see the
endurance video) we find:

s
2
W 3 2 CD
Pr =
S ρ CL3

C2
To minimize this, we need to minimize the fraction CD3 . If we thus take the derivative of this
L
fraction with respect to CL and put is equal to zero, we find:

q
k1 ± k12 + 12k2 CD0
CLopt =
2k2

Since all values in this equation are given, we can solve it. Of course we need to take the positive
lift coefficient from this relation. Thus we find CLopt = 0.751. If we put this CL in the airspeed
equation, we can find the airspeed. We will first need to find the density, which can be done with
the equation of state:

p 100 · 103
p = ρRT → ρ = = = 1.2527 kg/m3
RT 287 · (5 + 273.15)

Then we can use the airspeed equation:

s r
W2 1 2350 · 9.81 2 1
V = = = 54.87 m/s
S ρ CLopt 16.29 1.2527 0.751

This can be converted to km/h, which results in Vopt = 197.51 km/h.

2) The rate of climb can be calculated using:

Pa − Pr
ROC =
W

We thus need to find the power available, which is defined as Pr = D · V . Since we have the lift
coefficient and the lift drag polar, we can calculate the drag coefficient and subsequently the drag.
Once we have the drag, we know the power available and thus rate of climb.

CD = CD0 + k1 CLopt + k2 CL2opt = 0.0533

1 1
D = CD ρV 2 S = 0.0533 · · 1.2527 · 54.872 · 16.29 = 1638.5 N
2 2
Pr = D · V = 1638.5 · 54.87 = 89.897 kW
Pa − Pr (466.4 − 89.897) · 103
ROC = = = 16.33 m/s
W 2350 · 9.81

Converted to ft/min, we find: ROCf t/min = 196.85 · 16.33 = 3214.1 ft/min

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 AE1110x - Introduction to Aeronautical Engineering

3) In order to find the time, we first need to calculate the height we need to overcome. Since the
airport lies at 430 m and we need to get to 1500 m we have:

h = 1500 − 430 = 1070 m

To find the time we divide this height by the rate of climb in m/s:

h 1070
t= = = 65.53 s
ROC 16.33

That is equal to 65.52/60 = 1.1 min.

Keep in mind that in reality both the weight and the air density change, so the optimal airspeed
will also change!

Exercise 13
A) The minimum rate of descent will become higher (which is worse!) with increasing altitude (so
smaller with decreasing altitude). This is because the density decreases with increasing altitude,
such that the aircraft has to fly faster to generate the same amount of lift. If the aircraft flies
faster then it will also descent faster.
The pressure does not have an effect on the airspeed and thus also not on minimum rate of
descent.

Exercise 14
1) In order to find the minimum rate of descent, we start with the equation for rate of climb (or
descent):

Pa − Pr
ROD =
W
For a glider, Pa = 0 such that the rate of climb can be written as:

−Pr −DV − CCDL W V

ROD = = =
W W W

We can cross out the weight term, and if we insert the airspeed equation and put everything under
the square root we get:

s
2
W 2 CD
ROD =
S ρ CL3
2
CD CL3
meaning that we need to minimize CL3
or maximize 2
CD
in order to have minimum rate of descent.
Thus we need to do the following:

CL3
 
d
2 =0
dCL CD
with the lift drag polar (CD = CD0 + k1 CL + k2 CL2 ) we can work this out as (see also lecture 2d:
endurance):

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 AE1110x - Introduction to Aeronautical Engineering

q
3 CD dCD k1 ± k12 + 12k2 CD0
= → CL =
2 CL dCL 2k2

We of course need to positive CL from this equation, which is found as:

√
q
k1 + k12 + 12k2 CD0 −0.0081 + −0.00812 + 12 · 0.0397 · 0.0298
CL = = = 1.401
2k2 2 · 0.0397

From the lift-drag polar we can then readily calculate the drag coefficient:

CD = CD0 + k1 CL + k2 CL2 = 0.0298 + −0.0081 · 1.401 + 0.0397 · 1.4012 = 0.0964

Now we can fill in the rate of climb equation in order to find the minimum rate of descent:

s r
2
W 2 CD 53955 2 0.09642
ROD = = = 3.46 m/s
S ρ CL3 26.1 1.1673 1.4013

2) Since we know the rate of descent (3.46 m/s), as well as the altitude (500 m) we can calculate
the time we can stay in the air as:

h 500
t= = = 144.54 s = 2.41 min
ROC 3.46

Exercise 15
The minimum rate of descent occurs at the maximum excess power condition. In gliding flight
(i.e. no engine thrust) this occurs at minimum power required. From the graph we can read the
minimum power required as being Pr = 40.3 kW. Since the weight is given (convert it to Newton
first!) we can calculate the rate of descent as:

ROD = −Pr /W = 2.7 m/s

Exercise 16
1) For the maximum rate of climb, we need to fly at the condition of maximum excess power. In the
case of an idealised propeller aircraft this occurs at the condition for minimum power required. We
know that power required (by definition) is equal to Pr = DV , meaning that we have to minimize
DV . We can rewrite this as (see the example of lecture 3d):

s
2
W 3 2 CD
Pr =
S ρ CL3

C2 CL3
Thus we need to minimize CD3 or maximize 2 .
CD
This means taking the derivative with respect to
L
CL and putting that equal to 0:

6 Answers to Exercises Lecture 3 - Climbing and descending flight

 AE1110x - Introduction to Aeronautical Engineering

CL3
 
d
2 =0
dCL CD
2 · 3C 2 − C 3 · 2C dCD
CD L L D dCL
4 =0
CD
3 CD dCD
=
2 CL dCL

Working this out we find:

q
k1 ± k12 + 12k2 CD0
CL =
2k2
in which we of course need to take the positive lift coefficient. Filling this in we find:

p
−0.0024 ± (−0.0024)2 + 12 · 0.0454 · 0.0178
CL = = 1.0584
2 · 0.0454
The drag can then be calculated by putting the calculated lift coefficient into the lift-drag polar to
find:

CD = 0.0178 + −0.0024 · 1.0584 + 0.0454 · 1.05842 = 0.0661

The airspeed can also be calculated using the airspeed equation (since lift equals the weight in this
flight condition):

s r
W2 1 100.45 · 103 2 1
V = = = 40.39 m/s
S ρ CL 95 1.225 1.113

We can now calculate the drag and the power required:

1 2
D= ρV SCD = 6.275 kN
2
Pr = D · V = 6.436 · 103 · 39.41 = 253.44 kW

The maximum rate of climb then follows from:

Pa − Pr (1600 − 253.44) · 103

ROC = = = 13.40 m/s
W 100.45 · 103
which converted to ft/min equals ROC · 196.85 = 2638 ft/min.
2) One of the engines failed, meaning that Pamax is halved. We are still flying at the airspeed
calculated in the last question V = 39.41 m/s, so we still have the same power required (as the
drag stays the same since the lift coefficient stays the same). Therefore we can readily calculate
the rate of climb as:

1
2 · Pa − Pr (800 − 253.44) · 103
ROC = = = 5.44 m/s = 1071 ft/min
W 100.45 · 103

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 AE1110x - Introduction to Aeronautical Engineering

.
3) Since the owner wants the climb performance in any condition, we need to calculate the power
available for 1 engine. Since we know power required, the weight and the rate of climb we can
calculate power available:

Pa1 − Pr
ROC = → Pa1 = Pr + W · ROC = 253.44 · 103 + 100.45 · 103 · 1575 = 1057.3 kW
W

The total installed power should then be twice as much (we have 2 engines), such that the total
power available is:

Pa = 2Pa1 = 2115 kW

Exercise 17

8 Answers to Exercises Lecture 3 - Climbing and descending flight