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Ailerons are usually situated near the wing tip, but may sometimes also be situated nearer the wing root. Modern airliners may also have a second pair of ailerons on their wings, with the two positions distinguished by the terms 'outboard aileron' and 'inboard aileron'.
The solution applied for both of these issues was via management of the elevons; specifically, as the aircraft speed varied, the active ratio between the inboard and outboard elevons was adjusted considerably. Only the innermost elevons, which are attached to the stiffest area of the wings, would be active while Concorde was flown at high ...
Unlike turning a boat, changing the direction of an aircraft normally must be done with the ailerons rather than the rudder. The rudder turns (yaws) the aircraft but has little effect on its direction of travel. With aircraft, the change in direction is caused by the horizontal component of lift, acting on the wings.
In the absence of an inboard aileron, which provides a gap in many flap installations, a modified flap section may be needed. The thrust gate on the Boeing 757 was provided by a single-slotted flap in between the inboard and outboard double-slotted flaps. [5] The A320, A330, A340 and A380 have no inboard aileron. No thrust gate is required in ...
Engine No. 3 alone would have been enough to reach an airport, however, the fire raging in the left wing destroyed the left inboard aileron and disabled the outboard ailerons. Additionally, the loss of power caused by the loss of three engines disabled the inboard spoilers and the rudder boost, leaving only the right inboard aileron and ...
Spoiler controls can be used for roll control (outboard or mid-span spoilers) or descent control (inboard spoilers). Some aircraft use spoilers in combination with or in lieu of ailerons for roll control, primarily to reduce adverse yaw when rudder input is limited by higher speeds.
The trailing edges had hydraulically operated flaps inboard and ailerons outboard. Both the wings and tail surfaces were sharply tapered and the inboard wing sections sloped sharply upwards to pass through the fuselage cabin. Flight testing began in the spring of 1937 piloted by N. P. Shebanov, revealing high efficiency in speed, range and load.
The wing leading edge was swept at about 55° but, unlike the classic delta with its straight trailing edge, the Katy's was swept at about 30° with each trailing edge carrying full span control surfaces, elevators inboard and ailerons outboard. [3]
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