Lecture 9

Curves PR ( V ) for sloped flight. The polar diagram of speeds while climb
( 0 ).
As we have mentioned, the required thrust at sloped steady-state flight is distinct
from a required thrust in horizontal steady-state flight. If climb takes place, the thrust force
should counterbalance not only drag force X a , but also weight force component G sin .
While descending this component is directed to the side opposite the drag force and
together with thrust force counterbalances the airplane.
Formula (8.9) allows to define required thrust force, both while climbing and
descending depending on a sign of . In case of descending formula (8.9) becomes the
following form:
PR X a G sin ,

If is taken on an absolute value.

If the flight path angles are small, that allows to accept a drag force X a as not
dependent on angles , then for obtaining required thrust force it is enough to add weight
force component G sin to a drag force while climbing and to subtract this component
while descending. Thus, curves P ( V ) will be obtained for steady-state sloped flight for
certain altitude H (Fig. 9.1). Such curve set for various flight path angles is named a set
of Zhukovski curve for sloped steady-state flight.
The analysis of curves PR ( V ) submitted on a Fig. 9.1 shows, that at the same speed
the required thrusts are increased with increase of a flight path angle and decreases with
decreasing of flight path angle over path.
The cross points of curves PR ( V ) with a curve of available thrust determine
maximum flight speeds on paths with various flight path angles. As it is clear from the
diagram, the increase of the flight path angle while climbing is accompanied by dropping

of maximum speed over path. At some angle curves of required and available thrusts
touch each other, and the flight path angle reaches the greatest possible value max at
the given available thrust, because there is no enough thrust for flight with high flight path
angle. Even higher angle can be reached only having increased an engine thrust force.
The maximum speeds over path at airplane climb exceed maximum speed of
horizontal steady-state flight and will increase with rising of the flight path angle while
descending.

Fig. 9.1
The limitation, assumed by us, for flight path angles allows to consider
practically minimum speed V Vopt . as the same for all sloped paths, as weight force
component G sin does not depend on flight speed and the relations of the required thrust
to flight speed at const are represented by equidistant curve.
Let's consider, that the minimum flight is limited by over Vmin perm . of steadystate horizontal flight according to conditions of safety flight at anyone C ya perm . .
The polar diagram of speeds while climbing ( 0 )
A curve connecting the ends of vectors of maximum air speeds at specified altitude

while flying over paths with various flight path angles is called as the polar diagram of
speeds. As value of maximum air speed depends on amount of an available thrust while
flying over each path, the polar diagram of speeds for considered altitude becomes
determined, if the engine fast-track characteristic is given.
For construction of the polar diagram we can use a grid of curves PR ( V ) for
various flight path angles and curve of available thrusts PA ( V ) . The proper maximum
speed over path meets to each value of the angle (refer to fig. 9.1). Thus, the cross
point of the required thrusts curve at certain flight path angle with the available thrusts
curve has two defining parameters: an angle and maximum speed over path Vmax . If we
shall draw a line from origin under an angle to the selected axis and mark the value of
Vmax over the path in an adopted scale on this line, we shall receive the size and direction

of speed vector V . Having drawn series of vectors of maximum air speed over various
paths and connected ends of these vectors by a solid line, we shall discover the polar
diagram of speeds for specified altitude. The polar diagram of speeds varies with altitude
(Fig. 9.2) at constant power conditions, and on the theoretical ceiling it touches a

Fig. 9.2
horizontal axis. The coordinates of points of the speeds polar diagram can also be obtained
in other ways.

In fact, at steady-state sloped flight, the available thrust PA counterbalances the

drag force X a and weight force component G sin :
PA X a G sin .

It follows from this equation, that

sin

PA X a
.
G

The difference between the available thrust PA and the drag force X a at the same
speed value V is called the anexcessive thrust P

P PA X a PA PR .
Therefore
sin

P
n xa .
G

Let's consider the diagrams PR ( V ) and PA ( V ) .

The diagram shown on fig. 9.3 enables to define the amount of an excessive thrust,
and flight path angle for each value of air speed V . Thus, the coordinates of a number

Fig. 9.3
of points are received permitting construction of the polar diagram of speeds for specified
altitude.
Having considered fig. 9.3 it is possible to notice, that the excessive thrust will

increase in accordance with air speed decreasing, beginning from Vmax of horizontal
flight. At the optimal speed the excessive thrust of turboprop airplanes reaches the highest
amount. The climb angle at this speed max will be the highest too. Its value can also
be defined by the polar diagram of speeds. The transition to speeds, lower than optimal
V Vopt . , is accompanied by decreasing of the excessive thrust and reduction of the angle

.
Negative values of the excessive thrust correspond to speeds exceeding maximum
horizontal speed over path, that is why the flight path angle becomes negative, and pathdescending.
Let's consider in more detail the polar diagram for specified altitude H (Fig. 9.4).

Fig. 9.4
The air speed V at airplane motion over sloped path has two components:
Horizontal component V x V cos ;
Vertical component V y V sin .
At small values of the flight path angle the horizontal component V x differs a little
from the speed over path value V , i.e. it is possible to assume, that V x V .

At the left the polar diagram of speeds is limited by the condition of flight safety
Vmin perm . , and on the right - either by Vmax or by Vm arg (by qm arg ).

As it is clear from the polar diagram (Fig. 9.4), the decreasing of speed over path
having begun from Vmax of horizontal steady-state flight, is accompanied by increase of
the angle and vertical speed V y . At some speed over path called for best rate of climb
Vopt .c lim b , the vertical speed achieves maximum value V y V y max at considered altitude.

The further decreasing of speed (increase of the angle of attack) is accompanied by

dropping of vertical speed V y , though the flight path angle continues growing up to

max . Thus, the fastest climb V y max is not the steepest. In one word, at a steady-state
mode of climb, the modes corresponding to max and V y max do not coincide. The flight
mode with max corresponds to the maximum excessive thrust Pmax . With that for
turboprop airplane speed over path is V Vopt . , and the angle of attack is opt . . The
flight with V y max is realized in case, when ( PV )max , i.e. V y max meets to the maximum
excessive power N max , as ( PV )max N max .
The further speed decreasing from Vopt . is accompanied by lowering of the flight
path angle and vertical speed V y .
The mode of the steepest climb with max divides all climb modes into two
areas: the area of the first modes (1) and the area of the second modes of climb (2) (refer
to fig. 9.4). For the first modes it is characteristic that the higher flight path angle meets to
smaller speed over path and on vice versa. The inverse phenomena takes place while
climb on the second modes: the transition to modes with smaller speeds over path is
accompanied by lowering the angle .
Climbing on the second modes is unprofitable: the airplane passes to climb at
smaller speed and on more slanting path with time, after pilot having taken the handle
onto himself (increase of an angle of attack); the probability of reaching the critical

angle of attack becomes more real and, therefore, danger of loss or deterioration of a
transversal airplane controllability and wing drop will increase.
The second modes of climb are characterized by the inverse operation of elevator
concerning the flight path angle : pilot having deflected the handle from himself
causes the airplane transition to climb with high flight path angle, and if he takes the
handle onto himself then path becomes more depressed. A direct operation of the
elevator on the angle of climb takes place in the area of the first modes: the deflection of
the handle by the pilot onto himself causes change of an initial flight path angle to
the direction of increase. Therefore for turboprop airplanes it is non-rational to perform
climb at speeds over path smaller than optimal speed of horizontal steady-state flight, i.e.
V of horizontal flight is practically minimum for a steady-state climb.

Two first and two second modes of climb are characteristic for supersonic airplane by one in subsonic and supersonic zones. The polar diagram of speeds for supersonic
airplane is shown in Fig. 9.5.

Fig. 9.5
The polar diagrams of speeds allow to define maximum vertical airplane speed
V y V y max and optimal speed of rate of climb corresponding to it for each altitude value
V Vopt .c lim b .