Descending or Gliding Flight

If the engine is turned off, (T = 0), and one desires to maintain airspeed, it is necessary to put
the vehicle at such an attitude that the component of the gravity force in the direction of the
velocity vector balances the drag. The equations of motion are given by:

For gliding flight Thrust is zero. Flight trajectory is straight line. Resolving weight (W), Lift
(L), and Drag (D) along and perpendicular to flight direction we have:

dV
−D + W sin γ = m = 0 ⇒ D = W sin γ
dt

dγ
L − W cos γ = mV = 0 ⇒ L = W cos γ
dt

From the equations of motion,

sin γ D 1
tan γ = = =
cos γ L (L⁄D)

▪ The glide angle depends only on L/D and is independent of the weight of the vehicle.
▪ The flattest glide angle occurs at the maximum L/D.

Glide ratio: the ratio between horizontal distance travelled and altitude lost, and is equal to the
lift to drag ratio. For example, a high-performance sail plane with a glide ratio of 40 will travel
40km for every 1000m of altitude lost.

For small glide angle,

cos γ = 1 → L = W
 D 1
tan γ = sin γ ≈ γ = =
W (L⁄D)

From the above figure,

H H L
R= = = H( )
tan γ 1 D
(L⁄D)

Range R of a gliding aircraft (weight W) from a height H is maximum when glide angle is
small (shallowest glide) or (L⁄D)max

Small glide angle approximation:

In most cases, the glide angle will be small for an equilibrium glide. Under these circumstances,
we can make the following approximations

cos γ = 1

D 1
tan γ = sin γ ≈ γ = =
W (L⁄D)

The most important result of this assumption is that we can make the approximation that

2(W⁄S)
L = W cos γ ≈ W ⇒ V = √
ρCL

Hence, we can use the weight in order to compute the airspeed. Without this assumption
the calculations can become more difficult.

We know for (L⁄D)max , aircraft speed is given by:

 2(W⁄S)
VRmax = √
ρ√CD0 ⁄k

This speed is seen to decrease with altitude, as the airplane descends, ρ increases and
velocity decreases.

Aerodynamics efficiency (L/D) becomes maximum when the thrust requirement for the
airplane becomes minimum.

When thrust required is minimum or (L⁄D)max

CL = √CD0 ⁄k and CD = 2CD0

CL √CD0 ⁄k 1
= =
CD 2CD0 2√CD0 k

From the equations of motion,

D 1 1
γ= = ⇒ γmin =
W (L⁄D) (L⁄D)max

▪ For maximum range, we must operate at the maximum L/D condition (minimum drag).
▪ In a glide, the initial altitude H is converted in to range by a factor maximum
Aerodynamic Efficiency (L⁄D)max .

In constant angle of attack (αopt ) or CLopt glide for maximum range, flight speed (VRmax )
decreases with altitude to maintain equilibrium in glide (accounting for increase in ρ).
However, note that the range is not affected by variation in flight speed (V) with altitude (H)
in equilibrium glide.

Glide angle (γmin ) for shallow glide (small γ) is given by:

1
γmin ≈ sin γmin ≈ tan γmin = = 2√CDo k
(L⁄D)max

Range achievable from a given initial altitude (H):

H H L L H
R= = = H ( ) ⇒ R max = H ( ) =
tan γ 1 D D max 2√CDo k
(L⁄D)
Gliding Performance – Maximum Range:

The sink rate (dh/dt) or vertical (downward) component of speed

dh
= ḣ = −V sin γ ≈ −Vγ
dt

From this we have the elemental time

dh
dt = −
V sin γ

We can now get the elemental range as

dh
dR = Vdt = −
sin γ

From this we notice that to maximize the elemental range dR from instant to instant, we should
fly with minimum sin γ or maximum (L/D), all along the glide trajectory and we get for such
an optimum gliding flight.

Gliding Performance – Time for Gliding Flight:

In a glide, the glide angle γ remains constant but sink rate (dh/dt) decreases with altitude (as V
decreases with altitude). Time of flight for gliding flight can be estimated as time of descent
using elemental time dt.

Sink rate or Rate of Descent (R/D) for gliding flight is

dh
= ḣ = −V sin γ ≈ −Vγ
dt

dh 2(W⁄S) D 2(W⁄S) CD 2(W⁄S) CD

= −V sin γ = − (√ ) ( ) = − (√ ) ( ) = −√ ⁄
dt ρCL L ρCL CL ρ C3 2 L

Let us now obtain flight time for gliding trajectory using elemental time dt,

dh
dt = −
V sin γ

▪ For maximum endurance (minimum sink rate) we must operate at the minimum power
require condition.
 dh dh
dt = − =−
V sin γ 2(W⁄S) CD
(√ ⁄ )
ρ C3 2 L

⁄
dh S CL3 2
dt = − = −√ √ρdh
V sin γ 2W CD

Given for the troposphere (ISA):

g
aH −(aR+1)
ρ = ρ0 [1 + ]
T0
If we integrate the time equation above from altitude to sea-level, we get:

⁄ g
S CL3 2 √ρ0 (T0 ⁄a) a −1⁄2( +1)+1
aR
t= √ { [(1 + H) − 1]}
g
2W CD −1⁄2 ( + 1) + 1 T0
aR
If the change in altitude is relatively small we can approximate the time to descend by assuming
the density is constant and, in addition, assume we fly at constant angle-of-attack (constant CL
and CD).

dh ∆H
dt = − ⇒ Time of Flight (TOF) = −
V sin γ Ḣ

⁄
CL3 2
( C )H
D
t=
√2(W⁄S)⁄ρ
Generally, the value of (dh/dt) used is that calculated for an altitude halfway between the initial
and final altitudes. If large altitude changes are involved, the above equation can be used for
several smaller increments in altitude and the results summed.
Endurance will be maximum, when
3⁄2
CL CD
▪ is maximum or 3⁄2 is minimum
CD CL
▪ Sink rate is minimum.
Conclusion:
▪ To glide as far as possible, one must glide at the condition for minimum drag (e.g.
useful for engine failure).
▪ To glide as long (time wise) as possible, one must glide at the condition for minimum
power required (e.g. useful for gliders).
The velocity for minimum sink rate (long endurance):

1 2W 1 2W 1
W = ρV 2 SCL ⟹ V = √ ( ) ⟹ Vmin.sink = √
2 ρS CL ρS
√3CD0
( k )

Aerodynamic efficiency:

3C
L CL CL √3CD0 (√ D0 )
k
k
= = = =
D CD CD0 + kCL2 3C
2 4CD0
CD0 + k (√ D0 )
k

We know that from maximum range condition,

1
= 2√CDo k
(L⁄D)max

L 3 L
( ) =√ = 0.866 ( )
D min.sink 16kCD0 D R,max

When endurance is maximum (i.e. minimum power required condition),

3CD0 CD
CL = √ = √3√ 0 = 1.732 ∗ CLR,max
k k

CD = 4CD0 = 2 ∗ CDR,max

L 3 L
( )=√ = 0.866 ∗ ( )
D 16kCD0 D R,max

2W 1 1
V=√ = VRmax = 0.76 ∗ VRmax
ρS 31⁄4
√3CD0
( k )

1 1 1 1
γ= = = =( ) γR,max = 1.155 ∗ γR,max
(L⁄D) 3 L 0.866
√ 0.866 (D)
16kCD0 R,max

dh 2W 1 1 dh
= −Vγ = − √ = 0.878 ∗ ( )
dt ρS 3 dt R,max
√3CD0 √
(
( k )) ( 16kCD0 )
 L 3
Range = H ( ) = H (√ ) = 0.866 ∗ R max
D 16kCD0

Endurance = 1.14 ∗ ERmax

Summary:
Comparison of maximum range and endurance of a gliding flight:
Flight
Parameter Maximum Range Maximum Endurance
(Optimum)

Lift 3CD0
CLR,max = √CD0 ⁄k CL = √ = 1.732 ∗ CLR,max
coefficient k

Drag CDR,max = 2CD0 CD = 4CD0 = 2CDR,max

coefficient
CL 1 L 3 L
Lift-to-drag ( ) = ( )=√ = 0.866 ∗ ( )
ratio CD R,max 2√CD0 k D 16kCD0 D R,max

Glide angle 1
γ= = 2√CD0 k γ = 1.155 ∗ γR,max
(rad) (L⁄D)
2(W ⁄S ) 1
Flight speed VRmax = √ V= VRmax = 0.76 ∗ VRmax
(V) ρ√CD0 ⁄k 31⁄4

dh dh dh
Sink Rate ≈ −VR,max ∗ γR,max = 0.878 ∗ ( )
(dh/dt) dt dt dt R,max
H
Range (R) R max = Range = 0.866 ∗ R max
2√CDo k
TOF
⁄
S CL3 2 √ρ0 (T0 ⁄a)
= √ { [(1
2W CD −1⁄2 ( g + 1) + 1
Endurance (t) aR TOF = 1.14 ∗ ERmax
g
a −1⁄2( +1)+1
aR
+ H) − 1]}
T0
Gliding Performance - Hodograph
▪ Maximum range operating point is shown when the glide angle γ is minimum at the
tangent to the hodograph from the origin.
▪ Maximum endurance operating point is shown to be with minimum rate of descent or
Vv .