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A flaperon (a portmanteau of flap and aileron) on an aircraft's wing is a type of control surface that combines the functions of both flaps and ailerons. Some smaller kitplanes have flaperons for reasons of simplicity of manufacture, while some large commercial aircraft such as the Boeing 747 , 767 , 777 , and 787 may have a flaperon between ...
Some aircraft are equipped with "flaperons", which are more commonly called "inboard ailerons" [citation needed]. These devices function primarily as ailerons, but on some aircraft, will "droop" when the flaps are deployed, thus acting as both a flap and a roll-control inboard aileron.
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'. An unwanted side effect of aileron operation is adverse yaw—a yawing moment in the opposite direction to the roll. Using the ailerons to roll an aircraft to the right produces a ...
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 ...
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 ...
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. For such spoilers the term spoileron has been coined. In the ...
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Yawing also increases the speed of the outboard wing whilst slowing down the inboard wing, with corresponding changes in drag causing a (small) opposing yaw moment. N r {\displaystyle N_{r}} opposes the inherent directional stiffness which tends to point the aircraft's nose back into the wind and always matches the sign of the yaw rate input.