Bondline - User contributions [en]

User talk:Garygbond

2021-05-01T18:20:00Z

Garygbond: /* Resolved: Problem with Your Image Uploads */

'''Welcome to ''Bondline''!'''
We hope you will contribute much and well.
You will probably want to read the [https://www.mediawiki.org/wiki/Special:MyLanguage/Help:Contents help pages].
Again, welcome and have fun! [[User:Sbw|Sbw]] ([[User talk:Sbw|talk]]) 13:14, 28 April 2021 (PDT)

== Resolved: Problem with Your Image Uploads ==

I noticed Bondline failed to create thumbnails of your uploaded images. I've resolved that problem. Sorry for the difficulty.

Thank you!!

Climb

2021-04-29T13:29:45Z

Garygbond: /* Climb Gradients */

== Factors Influencing Climb Performance ==

Rate-of-climb (ROC) is identically the specific excess power. Excess power is the difference between how much thrust power the propeller is putting into the air and how much power it takes to overcome drag. Specific excess power is the excess power divided by the aircraft's weight. Because ROC is related to ''excess'' power, doubling or halving the thrust power does not mean the rate-of-climb or descent is doubled or halved. A good example is a light twin such as an [http://en.wikipedia.org/wiki/Piper_Aztec Apache]. If an Apache loses an engine (thrust power reduced by half), the remaining engine usually does not have enough power to even sustain level flight.

Using the numbers quoted in the Pilot's Operating Handbook for a Cheetah, the rate-of-climb at a gross weight of 2200 lbs is 660 ft/min. By definition, the excess power of a [http://en.wikipedia.org/wiki/Grumman_American_AA-5#AA-5A_Cheetah Cheetah] in the original factory configuration is 44 HP. Therefore, even small amount of additional brake power or improvements in propeller efficiency will have a large impact on excess power and, therefore, rate-of-climb.

== Effect of the High Compression STC, PowerFlow Exhaust, and Sensenich Propeller ==

The effect of these performance enhancers is a common topic on the [http://grumman.net Grumman Gang]. Until estimated performance data is available for the PowerFlow exhaust and Sensenich propeller, only the improvement due to the High Compression STC is discussed. Data approximating the performance impact due to the High Compression STC is discussed in [[Basic Engine and Propeller Performance]] and will be used here.

The improved rate-of-climb can be computed from the original rate-of-climb as follows: new rate-of-climb = old rate-of-climb + (new - old thrust power) / aircraft weight. Recognizing the data in [[Basic Engine and Propeller Performance]] is somewhat off due to the generic propeller curves and handpicking points off of those curves, at 80 KIAS the old and new thrust is 458 lbs and 498 lbs (an increase of 8%), respectively. When converted to thrust power at 80 KIAS, this results in a net excess horsepower increase of 9.7 HP, which translates into a net increase in rate-of-climb of approximately 22%, from 660 ft/min to 805 ft/min at Cheetah gross weight. Note that this is from the High Compression STC alone without any propeller or exhaust improvements. But the shocker to most is that a 22% increase in rate-of-climb can be obtained from a 6.7% increase in maximum rate engine power.

The story does not really end there. Considering the higher power output of the engine-propeller combination and the relative location of the minimum of the drag power curve (the difference of these curves is the excess power), the maximum rate-of-climb will usually occur at a slightly higher speed than with the old engine. Because most 4-seat Grumman pilots climb the old engine at speeds higher than best rate-of-climb, flying the new engine at the same speed will result in more than the 22% increase calculated here. This is because the original excess power will be lower than 44HP and the thrust power increase from flying at the higher speed will be greater. However, no attempt is made to estimate these effects.

== Climb Gradients ==
Climb performance can also be thought of in terms of altitude gained per distance traveled. The formula to derive climb gradient is (vertical speed x 60) / groundspeed and the units are typically feet per nautical mile. Note that standard IFR departure gradients require minimum 200 ft/nm. This table [https://bondline.org/wiki/File:Tiger_climb_gradient_table.pdf#Tiger Climb Gradient Table] and graphs [https://bondline.org/wiki/File:Tiger_climb_gradient_graphs.pdf#Tiger Climb Gradient Graphs] show climb gradients for the AA-5B Tiger for zero wind and 10-knot headwind conditions with gradients below 200 ft/nm highlighted in red and gradients between 200 and 300 ft/nm highlighted in yellow. These are based on POH values with estimated TAS calculations; they require maximum available power (leaned as necessary), no flaps. Your specific numbers will vary.

Climb

2021-04-29T13:25:33Z

Garygbond: /* Climb Gradients */

== Factors Influencing Climb Performance ==

Rate-of-climb (ROC) is identically the specific excess power. Excess power is the difference between how much thrust power the propeller is putting into the air and how much power it takes to overcome drag. Specific excess power is the excess power divided by the aircraft's weight. Because ROC is related to ''excess'' power, doubling or halving the thrust power does not mean the rate-of-climb or descent is doubled or halved. A good example is a light twin such as an [http://en.wikipedia.org/wiki/Piper_Aztec Apache]. If an Apache loses an engine (thrust power reduced by half), the remaining engine usually does not have enough power to even sustain level flight.

Using the numbers quoted in the Pilot's Operating Handbook for a Cheetah, the rate-of-climb at a gross weight of 2200 lbs is 660 ft/min. By definition, the excess power of a [http://en.wikipedia.org/wiki/Grumman_American_AA-5#AA-5A_Cheetah Cheetah] in the original factory configuration is 44 HP. Therefore, even small amount of additional brake power or improvements in propeller efficiency will have a large impact on excess power and, therefore, rate-of-climb.

== Effect of the High Compression STC, PowerFlow Exhaust, and Sensenich Propeller ==

The effect of these performance enhancers is a common topic on the [http://grumman.net Grumman Gang]. Until estimated performance data is available for the PowerFlow exhaust and Sensenich propeller, only the improvement due to the High Compression STC is discussed. Data approximating the performance impact due to the High Compression STC is discussed in [[Basic Engine and Propeller Performance]] and will be used here.

The improved rate-of-climb can be computed from the original rate-of-climb as follows: new rate-of-climb = old rate-of-climb + (new - old thrust power) / aircraft weight. Recognizing the data in [[Basic Engine and Propeller Performance]] is somewhat off due to the generic propeller curves and handpicking points off of those curves, at 80 KIAS the old and new thrust is 458 lbs and 498 lbs (an increase of 8%), respectively. When converted to thrust power at 80 KIAS, this results in a net excess horsepower increase of 9.7 HP, which translates into a net increase in rate-of-climb of approximately 22%, from 660 ft/min to 805 ft/min at Cheetah gross weight. Note that this is from the High Compression STC alone without any propeller or exhaust improvements. But the shocker to most is that a 22% increase in rate-of-climb can be obtained from a 6.7% increase in maximum rate engine power.

The story does not really end there. Considering the higher power output of the engine-propeller combination and the relative location of the minimum of the drag power curve (the difference of these curves is the excess power), the maximum rate-of-climb will usually occur at a slightly higher speed than with the old engine. Because most 4-seat Grumman pilots climb the old engine at speeds higher than best rate-of-climb, flying the new engine at the same speed will result in more than the 22% increase calculated here. This is because the original excess power will be lower than 44HP and the thrust power increase from flying at the higher speed will be greater. However, no attempt is made to estimate these effects.

== Climb Gradients ==
Climb performance can also be thought of in terms of altitude gained per distance traveled. The formula to derive climb gradient is (vertical speed x 60) / groundspeed and the units are typically feet per nautical mile. Note that standard IFR departure gradients require minimum 200 ft/nm. This table [https://bondline.org/wiki/File:Tiger_climb_gradient_table.pdf#Tiger Climb Gradient Table] and graphs show climb gradients for the AA-5B Tiger for zero wind and 10-knot headwind conditions with gradients below 200 ft/nm highlighted in red and gradients between 200 and 300 ft/nm highlighted in yellow. These are based on POH values with estimated TAS calculations; they require maximum available power (leaned as necessary), no flaps. Your specific numbers will vary.

File:Tiger climb gradient table.pdf

2021-04-29T13:24:48Z

Garygbond: Climb gradient table for AA-5B.

== Summary ==
Climb gradient table for AA-5B.

File:Tiger climb gradient graphs.pdf

2021-04-29T13:23:19Z

Garygbond: AA-5B climb gradient graphs.

== Summary ==
AA-5B climb gradient graphs.

Climb

2021-04-29T13:19:00Z

Garygbond: /* Climb Gradients */

== Factors Influencing Climb Performance ==

Rate-of-climb (ROC) is identically the specific excess power. Excess power is the difference between how much thrust power the propeller is putting into the air and how much power it takes to overcome drag. Specific excess power is the excess power divided by the aircraft's weight. Because ROC is related to ''excess'' power, doubling or halving the thrust power does not mean the rate-of-climb or descent is doubled or halved. A good example is a light twin such as an [http://en.wikipedia.org/wiki/Piper_Aztec Apache]. If an Apache loses an engine (thrust power reduced by half), the remaining engine usually does not have enough power to even sustain level flight.

Using the numbers quoted in the Pilot's Operating Handbook for a Cheetah, the rate-of-climb at a gross weight of 2200 lbs is 660 ft/min. By definition, the excess power of a [http://en.wikipedia.org/wiki/Grumman_American_AA-5#AA-5A_Cheetah Cheetah] in the original factory configuration is 44 HP. Therefore, even small amount of additional brake power or improvements in propeller efficiency will have a large impact on excess power and, therefore, rate-of-climb.

== Effect of the High Compression STC, PowerFlow Exhaust, and Sensenich Propeller ==

The effect of these performance enhancers is a common topic on the [http://grumman.net Grumman Gang]. Until estimated performance data is available for the PowerFlow exhaust and Sensenich propeller, only the improvement due to the High Compression STC is discussed. Data approximating the performance impact due to the High Compression STC is discussed in [[Basic Engine and Propeller Performance]] and will be used here.

The improved rate-of-climb can be computed from the original rate-of-climb as follows: new rate-of-climb = old rate-of-climb + (new - old thrust power) / aircraft weight. Recognizing the data in [[Basic Engine and Propeller Performance]] is somewhat off due to the generic propeller curves and handpicking points off of those curves, at 80 KIAS the old and new thrust is 458 lbs and 498 lbs (an increase of 8%), respectively. When converted to thrust power at 80 KIAS, this results in a net excess horsepower increase of 9.7 HP, which translates into a net increase in rate-of-climb of approximately 22%, from 660 ft/min to 805 ft/min at Cheetah gross weight. Note that this is from the High Compression STC alone without any propeller or exhaust improvements. But the shocker to most is that a 22% increase in rate-of-climb can be obtained from a 6.7% increase in maximum rate engine power.

The story does not really end there. Considering the higher power output of the engine-propeller combination and the relative location of the minimum of the drag power curve (the difference of these curves is the excess power), the maximum rate-of-climb will usually occur at a slightly higher speed than with the old engine. Because most 4-seat Grumman pilots climb the old engine at speeds higher than best rate-of-climb, flying the new engine at the same speed will result in more than the 22% increase calculated here. This is because the original excess power will be lower than 44HP and the thrust power increase from flying at the higher speed will be greater. However, no attempt is made to estimate these effects.

== Climb Gradients ==
Climb performance can also be thought of in terms of altitude gained per distance traveled. The formula to derive climb gradient is (vertical speed x 60) / groundspeed and the units are typically feet per nautical mile. Note that standard IFR departure gradients require minimum 200 ft/nm. This table [https://bondline.org/wiki/File:Tiger_gradient.png#Tiger Climb Gradient Table] and graphs show climb gradients for the AA-5B Tiger for zero wind and 10-knot headwind conditions with gradients below 200 ft/nm highlighted in red and gradients between 200 and 300 ft/nm highlighted in yellow. These are based on POH values with estimated TAS calculations; they require maximum available power (leaned as necessary), no flaps. Your specific numbers will vary.

File:Tiger gradient.png

2021-04-29T13:16:57Z

Garygbond: Climb gradient table for AA-5B.

== Summary ==
Climb gradient table for AA-5B.

Climb

2021-04-29T11:28:14Z

Garygbond:

== Factors Influencing Climb Performance ==

Rate-of-climb (ROC) is identically the specific excess power. Excess power is the difference between how much thrust power the propeller is putting into the air and how much power it takes to overcome drag. Specific excess power is the excess power divided by the aircraft's weight. Because ROC is related to ''excess'' power, doubling or halving the thrust power does not mean the rate-of-climb or descent is doubled or halved. A good example is a light twin such as an [http://en.wikipedia.org/wiki/Piper_Aztec Apache]. If an Apache loses an engine (thrust power reduced by half), the remaining engine usually does not have enough power to even sustain level flight.

Using the numbers quoted in the Pilot's Operating Handbook for a Cheetah, the rate-of-climb at a gross weight of 2200 lbs is 660 ft/min. By definition, the excess power of a [http://en.wikipedia.org/wiki/Grumman_American_AA-5#AA-5A_Cheetah Cheetah] in the original factory configuration is 44 HP. Therefore, even small amount of additional brake power or improvements in propeller efficiency will have a large impact on excess power and, therefore, rate-of-climb.

== Effect of the High Compression STC, PowerFlow Exhaust, and Sensenich Propeller ==

The effect of these performance enhancers is a common topic on the [http://grumman.net Grumman Gang]. Until estimated performance data is available for the PowerFlow exhaust and Sensenich propeller, only the improvement due to the High Compression STC is discussed. Data approximating the performance impact due to the High Compression STC is discussed in [[Basic Engine and Propeller Performance]] and will be used here.

The improved rate-of-climb can be computed from the original rate-of-climb as follows: new rate-of-climb = old rate-of-climb + (new - old thrust power) / aircraft weight. Recognizing the data in [[Basic Engine and Propeller Performance]] is somewhat off due to the generic propeller curves and handpicking points off of those curves, at 80 KIAS the old and new thrust is 458 lbs and 498 lbs (an increase of 8%), respectively. When converted to thrust power at 80 KIAS, this results in a net excess horsepower increase of 9.7 HP, which translates into a net increase in rate-of-climb of approximately 22%, from 660 ft/min to 805 ft/min at Cheetah gross weight. Note that this is from the High Compression STC alone without any propeller or exhaust improvements. But the shocker to most is that a 22% increase in rate-of-climb can be obtained from a 6.7% increase in maximum rate engine power.

The story does not really end there. Considering the higher power output of the engine-propeller combination and the relative location of the minimum of the drag power curve (the difference of these curves is the excess power), the maximum rate-of-climb will usually occur at a slightly higher speed than with the old engine. Because most 4-seat Grumman pilots climb the old engine at speeds higher than best rate-of-climb, flying the new engine at the same speed will result in more than the 22% increase calculated here. This is because the original excess power will be lower than 44HP and the thrust power increase from flying at the higher speed will be greater. However, no attempt is made to estimate these effects.

== Climb Gradients ==
Climb performance can also be thought of in terms of altitude gained per distance traveled. The formula to derive climb gradient is (vertical speed x 60) / groundspeed and the units are typically feet per nautical mile. Note that standard IFR departure gradients require minimum 200 ft/nm. This table and graphs show climb gradients for the AA-5B Tiger for zero wind and 10-knot headwind conditions with gradients below 200 ft/nm highlighted in red and gradients between 200 and 300 ft/nm highlighted in yellow. These are based on POH values with estimated TAS calculations; they require maximum available power (leaned as necessary), no flaps. Your specific numbers will vary.

File:Tiger climb gradient rev a.jpg

2021-04-28T22:29:51Z

Garygbond:

Climb

2021-04-28T21:51:05Z

Garygbond: /* Climb Gradients */

== Factors Influencing Climb Performance ==

Rate-of-climb (ROC) is identically the specific excess power. Excess power is the difference between how much thrust power the propeller is putting into the air and how much power it takes to overcome drag. Specific excess power is the excess power divided by the aircraft's weight. Because ROC is related to ''excess'' power, doubling or halving the thrust power does not mean the rate-of-climb or descent is doubled or halved. A good example is a light twin such as an [http://en.wikipedia.org/wiki/Piper_Aztec Apache]. If an Apache loses an engine (thrust power reduced by half), the remaining engine usually does not have enough power to even sustain level flight.

Using the numbers quoted in the Pilot's Operating Handbook for a Cheetah, the rate-of-climb at a gross weight of 2200 lbs is 660 ft/min. By definition, the excess power of a [http://en.wikipedia.org/wiki/Grumman_American_AA-5#AA-5A_Cheetah Cheetah] in the original factory configuration is 44 HP. Therefore, even small amount of additional brake power or improvements in propeller efficiency will have a large impact on excess power and, therefore, rate-of-climb.

== Effect of the High Compression STC, PowerFlow Exhaust, and Sensenich Propeller ==

The effect of these performance enhancers is a common topic on the [http://grumman.net Grumman Gang]. Until estimated performance data is available for the PowerFlow exhaust and Sensenich propeller, only the improvement due to the High Compression STC is discussed. Data approximating the performance impact due to the High Compression STC is discussed in [[Basic Engine and Propeller Performance]] and will be used here.

The improved rate-of-climb can be computed from the original rate-of-climb as follows: new rate-of-climb = old rate-of-climb + (new - old thrust power) / aircraft weight. Recognizing the data in [[Basic Engine and Propeller Performance]] is somewhat off due to the generic propeller curves and handpicking points off of those curves, at 80 KIAS the old and new thrust is 458 lbs and 498 lbs (an increase of 8%), respectively. When converted to thrust power at 80 KIAS, this results in a net excess horsepower increase of 9.7 HP, which translates into a net increase in rate-of-climb of approximately 22%, from 660 ft/min to 805 ft/min at Cheetah gross weight. Note that this is from the High Compression STC alone without any propeller or exhaust improvements. But the shocker to most is that a 22% increase in rate-of-climb can be obtained from a 6.7% increase in maximum rate engine power.

The story does not really end there. Considering the higher power output of the engine-propeller combination and the relative location of the minimum of the drag power curve (the difference of these curves is the excess power), the maximum rate-of-climb will usually occur at a slightly higher speed than with the old engine. Because most 4-seat Grumman pilots climb the old engine at speeds higher than best rate-of-climb, flying the new engine at the same speed will result in more than the 22% increase calculated here. This is because the original excess power will be lower than 44HP and the thrust power increase from flying at the higher speed will be greater. However, no attempt is made to estimate these effects.

== Climb Gradients ==
Climb performance can also be thought of in terms of altitude gained per distance traveled. The formula to derive climb gradient is (vertical speed x 60) / groundspeed and the units are typically feet per nautical mile. Note that standard IFR departure gradients require minimum 200 ft/nm. This table [https://bondline.org/wiki/File:Tiger_climb_gradient.jpg#Tiger Climb Gradients] and graphs [https://bondline.org/wiki/File:Tiger_climb_gradients_graphs.jpg#Graphs Climb Gradient Graphs] shows climb gradients for the AA-5B Tiger for zero wind and 10-knot headwind conditions with gradients below 200 ft/nm highlighted in red and gradients between 200 and 300 ft/nm highlighted in yellow. These are based on POH values, require maximum available power (leaned as necessary), no flaps, and your specific numbers will vary.

File:Tiger climb gradients graphs.jpg

2021-04-28T21:49:24Z

Garygbond: Graphs of 2400/2200/2000 lbs climb gradients for AA-5B Tiger.

== Summary ==
Graphs of 2400/2200/2000 lbs climb gradients for AA-5B Tiger.

Climb

2021-04-28T20:32:59Z

Garygbond: /* Climb Gradients */

== Factors Influencing Climb Performance ==

Rate-of-climb (ROC) is identically the specific excess power. Excess power is the difference between how much thrust power the propeller is putting into the air and how much power it takes to overcome drag. Specific excess power is the excess power divided by the aircraft's weight. Because ROC is related to ''excess'' power, doubling or halving the thrust power does not mean the rate-of-climb or descent is doubled or halved. A good example is a light twin such as an [http://en.wikipedia.org/wiki/Piper_Aztec Apache]. If an Apache loses an engine (thrust power reduced by half), the remaining engine usually does not have enough power to even sustain level flight.

Using the numbers quoted in the Pilot's Operating Handbook for a Cheetah, the rate-of-climb at a gross weight of 2200 lbs is 660 ft/min. By definition, the excess power of a [http://en.wikipedia.org/wiki/Grumman_American_AA-5#AA-5A_Cheetah Cheetah] in the original factory configuration is 44 HP. Therefore, even small amount of additional brake power or improvements in propeller efficiency will have a large impact on excess power and, therefore, rate-of-climb.

== Effect of the High Compression STC, PowerFlow Exhaust, and Sensenich Propeller ==

The effect of these performance enhancers is a common topic on the [http://grumman.net Grumman Gang]. Until estimated performance data is available for the PowerFlow exhaust and Sensenich propeller, only the improvement due to the High Compression STC is discussed. Data approximating the performance impact due to the High Compression STC is discussed in [[Basic Engine and Propeller Performance]] and will be used here.

The improved rate-of-climb can be computed from the original rate-of-climb as follows: new rate-of-climb = old rate-of-climb + (new - old thrust power) / aircraft weight. Recognizing the data in [[Basic Engine and Propeller Performance]] is somewhat off due to the generic propeller curves and handpicking points off of those curves, at 80 KIAS the old and new thrust is 458 lbs and 498 lbs (an increase of 8%), respectively. When converted to thrust power at 80 KIAS, this results in a net excess horsepower increase of 9.7 HP, which translates into a net increase in rate-of-climb of approximately 22%, from 660 ft/min to 805 ft/min at Cheetah gross weight. Note that this is from the High Compression STC alone without any propeller or exhaust improvements. But the shocker to most is that a 22% increase in rate-of-climb can be obtained from a 6.7% increase in maximum rate engine power.

The story does not really end there. Considering the higher power output of the engine-propeller combination and the relative location of the minimum of the drag power curve (the difference of these curves is the excess power), the maximum rate-of-climb will usually occur at a slightly higher speed than with the old engine. Because most 4-seat Grumman pilots climb the old engine at speeds higher than best rate-of-climb, flying the new engine at the same speed will result in more than the 22% increase calculated here. This is because the original excess power will be lower than 44HP and the thrust power increase from flying at the higher speed will be greater. However, no attempt is made to estimate these effects.

== Climb Gradients ==
Climb performance can also be thought of in terms of altitude gained per distance traveled. The formula to derive climb gradient is (vertical speed x 60) / groundspeed and the units are typically feet per nautical mile. Note that standard IFR departure gradients require minimum 200 ft/nm. This table [https://bondline.org/wiki/File:Tiger_climb_gradient.jpg#Tiger Climb Gradients] shows climb gradients for the AA-5B Tiger for zero wind and 10-knot headwind conditions with gradients below 200 ft/nm highlighted in red and gradients between 200 and 300 ft/nm highlighted in yellow. These are based on POH values, require maximum available power (leaned as necessary), no flaps, and your specific numbers will vary.

Climb

2021-04-28T20:29:52Z

Garygbond: Added information and link to table for climb gradient for AA-5B Tiger.

== Factors Influencing Climb Performance ==

Rate-of-climb (ROC) is identically the specific excess power. Excess power is the difference between how much thrust power the propeller is putting into the air and how much power it takes to overcome drag. Specific excess power is the excess power divided by the aircraft's weight. Because ROC is related to ''excess'' power, doubling or halving the thrust power does not mean the rate-of-climb or descent is doubled or halved. A good example is a light twin such as an [http://en.wikipedia.org/wiki/Piper_Aztec Apache]. If an Apache loses an engine (thrust power reduced by half), the remaining engine usually does not have enough power to even sustain level flight.

Using the numbers quoted in the Pilot's Operating Handbook for a Cheetah, the rate-of-climb at a gross weight of 2200 lbs is 660 ft/min. By definition, the excess power of a [http://en.wikipedia.org/wiki/Grumman_American_AA-5#AA-5A_Cheetah Cheetah] in the original factory configuration is 44 HP. Therefore, even small amount of additional brake power or improvements in propeller efficiency will have a large impact on excess power and, therefore, rate-of-climb.

== Effect of the High Compression STC, PowerFlow Exhaust, and Sensenich Propeller ==

The effect of these performance enhancers is a common topic on the [http://grumman.net Grumman Gang]. Until estimated performance data is available for the PowerFlow exhaust and Sensenich propeller, only the improvement due to the High Compression STC is discussed. Data approximating the performance impact due to the High Compression STC is discussed in [[Basic Engine and Propeller Performance]] and will be used here.

The improved rate-of-climb can be computed from the original rate-of-climb as follows: new rate-of-climb = old rate-of-climb + (new - old thrust power) / aircraft weight. Recognizing the data in [[Basic Engine and Propeller Performance]] is somewhat off due to the generic propeller curves and handpicking points off of those curves, at 80 KIAS the old and new thrust is 458 lbs and 498 lbs (an increase of 8%), respectively. When converted to thrust power at 80 KIAS, this results in a net excess horsepower increase of 9.7 HP, which translates into a net increase in rate-of-climb of approximately 22%, from 660 ft/min to 805 ft/min at Cheetah gross weight. Note that this is from the High Compression STC alone without any propeller or exhaust improvements. But the shocker to most is that a 22% increase in rate-of-climb can be obtained from a 6.7% increase in maximum rate engine power.

The story does not really end there. Considering the higher power output of the engine-propeller combination and the relative location of the minimum of the drag power curve (the difference of these curves is the excess power), the maximum rate-of-climb will usually occur at a slightly higher speed than with the old engine. Because most 4-seat Grumman pilots climb the old engine at speeds higher than best rate-of-climb, flying the new engine at the same speed will result in more than the 22% increase calculated here. This is because the original excess power will be lower than 44HP and the thrust power increase from flying at the higher speed will be greater. However, no attempt is made to estimate these effects.

== Climb Gradients ==
Climb performance can also be thought of in terms of altitude gained per distance traveled. The formula to derive climb gradient is (vertical speed x 60) / groundspeed and the units are typically feet per nautical mile. Note that standard IFR departure gradients require minimum 200 ft/nm. This table [https://bondline.org/wiki/File:Tiger_climb_gradient.jpg#Tiger Climb Gradients] shows climb gradients for the AA-5B Tiger for zero wind and 10-knot headwind conditions with gradients below 200 ft/nm highlighted in red and gradients between 200 and 300 ft/nm highlighted in yellow.

File:Tiger climb gradient.jpg

2021-04-28T20:22:12Z

Garygbond: Rate of climb values from POH converted to climb gradient; values below 200 ft/nm are highlighted red, values between 200 and 300 ft/nm are highlighted yellow.

== Summary ==
Rate of climb values from POH converted to climb gradient; values below 200 ft/nm are highlighted red, values between 200 and 300 ft/nm are highlighted yellow.