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| Factors Affecting the Climb performance (Climb Angle and Rate of Climb) |
Factors Affecting the Climb performance (Climb Angle and Rate of Climb)
**Speed and Acceleration
When the aircraft is accelerating during climb some portion of the excess thrust is required for the acceleration, so there will be less excess thrust and therefore reduce the angle of climb.
When the aircraft is accelerating during climb some portion of the excess thrust is required for the acceleration, so there will be less excess thrust and therefore reduce the angle of climb.
**Aircraft Mass
Increased mass gives higher drag which reduces the excess thrust (the difference between the thrust and drag), and therefore reduces the climb angle for a given thrust & reduces the rate of climb.
Increased mass gives higher drag which reduces the excess thrust (the difference between the thrust and drag), and therefore reduces the climb angle for a given thrust & reduces the rate of climb.
**Temperature and Air Density
The higher the air temperature, less thrust can be produced by the engines. Because of that the difference between the thrust and the drag during climb is smaller. Therefore the climb gradient & the rate of climb will be reduced. Density Altitude (increasing altitude thus decreasing density) will reduce thrust and therefore reduce the climb angle & the rate of climb.
The higher the air temperature, less thrust can be produced by the engines. Because of that the difference between the thrust and the drag during climb is smaller. Therefore the climb gradient & the rate of climb will be reduced. Density Altitude (increasing altitude thus decreasing density) will reduce thrust and therefore reduce the climb angle & the rate of climb.
**Wind (WIND HAS NO AFFECT ON THE RATE OF CLIMB)
In wind conditions, headwind or tailwind will have affect on the aircraft’s ground speed. So, a headwind will reduce the ground speed and therefore reduce the horizontal distance that an aircraft travels in comparison to the no wind conditions. Therefore a headwind gives increased climb angle, while a tailwind affects in opposite direction and gives reduced climb angle. Crosswind component has no effect on the climb gradient.
In wind conditions, headwind or tailwind will have affect on the aircraft’s ground speed. So, a headwind will reduce the ground speed and therefore reduce the horizontal distance that an aircraft travels in comparison to the no wind conditions. Therefore a headwind gives increased climb angle, while a tailwind affects in opposite direction and gives reduced climb angle. Crosswind component has no effect on the climb gradient.
**Retraction of flap and landing gear
When the flap and landing gears are retracted, the drag is reduced, resulting in an increase in excess thrust, therefore the rate of climb is increased.
When the flap and landing gears are retracted, the drag is reduced, resulting in an increase in excess thrust, therefore the rate of climb is increased.
**Cabin Pressurization
The rate of change of the cabin pressure has to be proportional to the rate of change of the atmospheric pressure (rate of climb). Modern aircraft operate at high altitudes and can achieve high rates of climb. In order to take advantage of these properties the interior of an aircraft flying at high altitude is pressurized to allow passengers and crew to function normally without any need for additional oxygen. Cabin pressurization systems are designed to produce conditions equivalent to those at approximately 8000
feet.
The rate of change of the cabin pressure has to be proportional to the rate of change of the atmospheric pressure (rate of climb). Modern aircraft operate at high altitudes and can achieve high rates of climb. In order to take advantage of these properties the interior of an aircraft flying at high altitude is pressurized to allow passengers and crew to function normally without any need for additional oxygen. Cabin pressurization systems are designed to produce conditions equivalent to those at approximately 8000
feet.
When the aircraft is climbing, the change of cabin pressure is proportional to the change of the ambient pressure, in order to control the structural stress on the fuselage from the inside. This is performed automatically by sophisticated control system. However, if the cabin pressure is manually controlled or in case of system degradation, care should be taken to ensure that the climb rates are safe and ensure that the structural stress is not exceeding the maximum limit.
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