NAVWEPS DO-ROT-80  APPLICATION OF AERODYNAMICS  TO SPECIFIC PROBLEMS OF FLYING  RC,,= 33,ooo pa;pr  (  1  where  RC=rate of climb, ft: per min.  Pn=propulsive power available, h.p.  Pr=power required for level flight, h.p.  W=gross weight, Ibs.  (2) Power setting is the primary control  of altitude, i.e., rate of cl&b/descent.  With the exception of the transient conditions  of flight which occur during maneuvers and  acrobatics, the conditions of steady flight will  be applicable during such steady flight condi-  tions as cruise, climb, descent, takeoff, ap-  proach, landing, etc. A clear understanding  of these two principles will develop good, safe  flying techniques applicable to any sort of  airplane.  From this relationship it is appreciated that  the rate of climb in steady flight is a direct  function of the difference  between power avail-  able and power required. If a given airplane  configuration is in lift-equal-to-weight flight  at some specific airspeed and altitude, there  is a specific power required to maintain these  conditions. If the power available from the  powerplant is adjusted LO equal the power  required, the rate of cl&b is zero (Pa--Pr=O).  This is illustrated in figure 6.1 where the power  available is ser equal to the power required at  velocity (A).  If rhe airplane were in steady  level flight at velocity (A), an increase in  power available would create an excess of  power which will cause a rate of climb.  Of  course, if the speed were allowed to increase  by a decreased  angle of attack, the increased  power setting could simply maintain altitude  at some higher airspeed. However, if the  original aerodynamic conditions arc maintain-  ed, speed is maintained at (A) and an increased  power available results in a rate of climb.  Also, a decrease  in power available at point (A)  will produce a deficiency in power and result  in a negative rate of climb (or a rate of descent).  For this reason, it is apparenr. that pomr  setting is the primary control  of  altitude  in Jtcady  Bight. There is the direct correlation between  the excess  power (Pa-P,>,  and rhe airplane  rate of climb, RC.  FLYING TECHNIQUE,  Since the condi-  tions of steady flight predominate during a  majority of all flying, the fundamentals of  flying technique are the principles of steady  flight:  (1) Angle of attack is the primary control  of airspeed.  One of the most important phases of flight  is the landing approach and it is during this  phase of flight that the principles of steady  flight are so applicable.  If, during the landing  approach, it is realized that ithe airplane is  below the desired glide path, an increase in  nose up attitude will  not insure that the  airplane will climb to the desired glide path.  In fact, an increase in nose-up attitude may  produce a greater race of descent and cause  the airplane co sink more below the desired  glide path.  At a given airspeed, only an  increase in power setting can cause a rate of  climb (or lower rate of descent) and an in-  The primary control of airspeed during  steady flight conditions is the angle of attack.  However, changes in airspeed will necessitate  changes in power setting to maintain altitude  because  of the variation of power required with  velocity.  The primary control of altitude  (rate of climb/descent) is the power setting.  If an airplane is being flown at a particular  airspeed in level flight, an increase or decrease  in power setting will result in a rate of climb  or descent at this airspeed. While the angle  of attack must be maintained to hold airspeed  in steady flight, a change in power setting will  necessitate  a change in nttitude;to.accommodate  the new flight path direction.  These princi-  ples form the basis for “attitude”  flying tech-  nique, i.e.,  “attitude  plus, power equals per-  formance,”  and provide .a background for  good instrument flying technique as well as  good flying technique for all ordinary flying  conditions.  352 