Figure 3-5 Coordinated vs. Uncoordinated Turns

CHAPTER THREE

T-6A CONTACT

Slip

Coordinated

Skid

Figure 3-5 Coordinated vs. Uncoordinated Turns

309.

CLIMBING/DESCENDING FLIGHT

For an automobile to go uphill at the same speed as that being maintained on a level road, the

driver must "step on the gas;" meaning increase power. If the driver does not increase power, the

automobile might still climb up the incline, but will gradually lose speed. Similarly, an aircraft

can climb at a cruise power setting, sacrificing speed, or it can, within certain limits, climb with

added power and no sacrifice in speed. Thus, there is a definite relationship between power,

attitude, and airspeed.

The primary factor affecting an aircraft's ability to climb is the amount of excess power

available; meaning, the power available above that required for straight and level flight. When

transitioning from level flight to a climb, the forces acting on the aircraft go through definite

changes. After the addition of power, an increase in lift occurs when back pressure is applied to

the elevator control. This initial change is a result of the increase in the AOA, which occurs

when the aircraft's pitch attitude is raised, resulting in a climb. When the inclined flight path and

climb speed are established, re-trim the aircraft, and it will remain in a steady coordinated climb.

To maintain the same airspeed in the climb turn, power must be increased or the nose attitude

lowered to compensate for the loss of lift due to bank (the same in a level turn).

When power is reduced during straight and level flight, thrust needed to balance aircraft drag is

no longer adequate. In order to maintain the same airspeed, the nose attitude must be lowered,

initiating a descent. In a nose down attitude, gravity now has a pull on the aircraft in the same

direction you are going; in effect, the airplane is going "down hill."

3-8

FUNDAMENTAL CONCEPTS