You have rudders, ailerons, elevators, trim, and throttle to control.
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They used wing warping and they didn't use ailerons, like a lot of planes do now.
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Aviation history is littered with fatal crashes in which birds gunked up engines or knocked ailerons askew.
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I soon realize the ailerons are quite weighty but very responsive and the elevators refreshingly light in pitch.
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Modern aircraft achieve the same results—OK, much better results—with mechanically driven flaps, slats, ailerons, spoilers, elevators, and rudders.
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The Lilium does away with the sort of tools that conventional planes use to control their movement, including the vertical stabilizer, ailerons, or elevator.
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Each is tasked with learning the best settings for different controls (the throttle, ailerons, elevators and so on) in a variety of different conditions.
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Lately, every tilt of the ailerons, every whiff of fuel, will cause me to periscope in my seat, searching the flight attendants' eyes for concern.
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And the servos that move the sailplane's flaps and ailerons so that it can steer towards and stay within a thermal are all powered by an onboard battery.
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The shuttles would also be able to "travel long horizontal distances (miles) from the AFC using little to no power" by relying on its flaps and ailerons alone.
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To help remedy this, a British aerospace company recently tested a unique plane that replaces its wing's adjustable ailerons with powerful blasts of air to steer the craft.
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But the vast majority of the planes in the sky, military and civilian, still rely on humans pilot to manipulate the joysticks and pedals that move their flaps and ailerons.
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Now, engineers with NASA and MIT believe they can match that aviary flexibility with a new kind of shape-shifting wing that twists and morphs, rendering today's flaps, ailerons, and winglets obsolete.
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It's just after midnight and a group of scientists, technicians and graduate students cluster underneath a wing, peering at a 23-inch crack in one of the ailerons that the pilot uses to maneuver the plane.
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The first, Wing Circulation Control, directs some of the air generated by the plane's powerful jet engine through thin vents located on the trailing edge of the wings, where you'd normally find the ailerons that can raise and lower.
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So whereas an aircraft engine is static and you move by moving the control surfaces like the ailerons and rudder and elevator and flaps, this rocket when the engines are powered you move the entire engine to steer it.
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Slotted ailerons were fitted to the outer wing sections. The inner split flaps were electrically operated and had a maximum flap angle of 55°. The ailerons were linked to the flap system to permit partial operation as flaperons, meaning if the flaps were lowered the ailerons drooped down.Price Aeroplane March 2009, p. 58.
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The effect of ailerons can be accounted by simply changing \alpha_0 term in Equation 3. For non-symmetric controls such as ailerons the \alpha_0 term changes on each side of the wing.
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Ailerons also had the advantage of not weakening the airplane's wing structure as did the wing warping technique, which was one reason for Esnault-Pelterie's decision to switch to ailerons. By 1911 most biplanes used ailerons rather than wing warping—by 1915 ailerons had become almost universal on monoplanes as well. The U.S. Government, frustrated by the lack of its country's aeronautical advances in the years leading up to World War I, enforced a patent pool effectively putting an end to the Wright brothers patent war. The Wright company quietly changed its aircraft flight controls from wing warping to the use of ailerons at that time as well.
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Initial trials revealed a lack of longitudinal control, and the single-acting ailerons caused problems when taxying downwind, so the two prototypes were fitted with lengths of bungee cord attached to control horns on the upper aileron surface to return the aileron to the neutral position. This only produced a marginal improvement, so ailerons were then added to the lower wings, these being fitted to all the aircraft built apart from the two prototypes. These were linked by cables to the upper ailerons, and the bungee cord to return the ailerons was rigged between the top of the rear interplane struts and the lower ailerons.
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Two prototypes were built, the first having balanced, parallel-chord ailerons and a four-blade propeller; and the second with inversely tapered, unbalanced ailerons and a two-blade propeller. The D.XI was not put into production.
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They have straight-tapered cantilever shoulder wings with 5° of dihedral and fabric covering over the plywood skin. The prototypes and production 463s have fabric-covered Frise type ailerons; the type 465 has sealed, pendulum-type ailerons.
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The wing could not fit the circular-type ailerons used in the P-61, so Northrop used the "decelerons" designed for the unsuccessful XP-79 prototype. These were clamshell-style split ailerons, which could be used as conventional ailerons, as dive brakes, or function as flaps as needed.Davis and Menard 1990, p. 4. All flying surfaces, the flaps and the landing gear were hydraulically powered.
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The wing also has full-span flaps and spoilerons in place of ailerons.
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The lower-wing, balanced ailerons were replaced with unbalanced ailerons on both upper and lower wings. The type XXII competed in Le Grand Prix des Avions de Transport (Transport Aircraft Prize Competition), held in the autumn of 1923, though without distinction.
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The DSK-1 featured "drooping ailerons" that acted as flaps for short field operations.
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Some aircraft are equipped with "flaperons", which are more commonly called "inboard ailerons". 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.
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The position of the ailerons was also adjusted; the outriggers were removed, the ailerons now being directly mounted on the forward interplane struts. Apart from very minor adjustments, this was the aircraft's final form. It was flown for three miles on 11 August.
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Slotted flaps with deflections between +5° and -50°. Ailerons as type A but slightly lengthened (11%) and hinges sealed. ;Type C: Airbrakes further forward still, near mid-chord. Flaps as type B. Ailerons as type A, lengthened but with lower surface shrouds.
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From May 1941 metal ailerons were fitted to all Spitfires coming off the production lines.
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The Triplane aircraft does not have ailerons, and uses variable incidence wings for roll control.
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A type of aircraft control surface that combines the functions of both flaps and ailerons.
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There is also zero dihedral. Full span control surfaces are fitted, flaps inboard and proportionally moving ailerons outboard. The ailerons are balanced not by the usual horn or hinge line extensions but by small surfaces which project beyond the wingtips. Unusually, both ailerons and flaps are coupled to the elevator position; this camber changing control system, together with the highly symmetric wing, produces the same control characteristics for normal and inverted manoeuvres.
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There were ailerons on both upper and lower wings. The wings were foldable for carrier storage.
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The French journal L'Aérophile then published photos of the ailerons on Esnault-Pelterie's glider which were included in his June 1905 article, and its ailerons were widely copied afterward. The Wright brothers used wing warping instead of ailerons for roll control on their glider in 1902, and about 1904 their Flyer II was the only aircraft of its time able to do a coordinated banked turn. During the early years of powered flight the Wrights had better roll control on their designs than airplanes that used movable surfaces. From 1908, as aileron designs were refined it became clear that ailerons were much more effective and practical than wing warping.
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The Santos-Dumont 14-bis canard biplane was modified to add ailerons in late 1906, though it was never fully controllable in flight, likely due to its unconventional surfaces arrangement. Henri Farman's single-acting ailerons on the Farman III were the first to resemble ailerons on modern aircraft, and have a reasonable claim as the ancestor of the modern aileron. The Blériot VIII, the first aircraft to ever use what became the modern joystick and rudder "bar"-based aircraft flight control system, used wingtip ailerons for its roll control in its flights in France in 1908. In 1908, U.S. inventor, businessman and engine builder Glenn Curtiss flew an aileron-controlled aircraft.
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Ailerons occupy about half the span; inboard, slotted flaps fill the rest. Both ailerons and flaps are fabric covered. The fuselage and empennage have a wooden structure and carbon fibre skin. The engine is 73.5 kW (98.6 hp) Rotax 912S flat-four, driving a variable pitch propeller.
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One of the disadvantages of this setup was a greater tendency to yaw than even with basic interconnected ailerons. During the 1930s a number of light aircraft used single acting controls but used springs to return the ailerons to their neutral positions when the stick was released.
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Curtiss was a member of the Aerial Experiment Association, headed by Alexander Graham Bell. The Association developed ailerons for their June Bug aircraft, in which Curtiss made the first officially recognized kilometer-plus flight in the U.S. In 1911, the AEA's version of ailerons received a patent.
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The Airtourer design is of cantilever low-wing monoplane configuration, with a fixed tricycle landing gear. It has interconnected ailerons and flaps, with both systems functioning as both ailerons and as flaps when operated. The nosewheel was steerable. Space was available for luggage (45 kg weight limit).
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On the prototype these were of the Göppingen-type bur Rubik's own spoiler design was used on the R-17b. The outer trailing edges carried balanced, slotted, differential ailerons which could be lowered together by 5° for slower landings. The one-piece ailerons of the R-17 were wooden but the R-17b's divided ailerons were light-metal framed and fabric-covered. They also had longer spans and narrower chords, with Frise-type leading edges for balancing.
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As well as ailerons, there are sometimes also spoilers—small hinged plates on the upper surface of the wing, originally used to produce drag to slow the aircraft down and to reduce lift when descending. On modern aircraft, which have the benefit of automation, they can be used in combination with the ailerons to provide roll control. The earliest powered aircraft built by the Wright brothers did not have ailerons. The whole wing was warped using wires.
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Spoilerons roll an aircraft by reducing the lift of the downward-going wing. Unlike ailerons, spoilers do not increase the lift of the upward-going wing. A raised spoileron also increases the drag on the wing where it is deployed, causing the aircraft to yaw. Spoilerons can be used to assist ailerons or to replace them entirely, as in the B-52G which required an extra spoiler segment in place of ailerons present on other B-52 models.
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The ailerons are controlled with push-pull tubes. The wings use wooden spars with plywood leading edges.
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Deere 2010, pp. 170–172. At first, the ailerons, elevators, and rudder were fabric-covered, but combat experience showed that fabric-covered ailerons were impossible to use at high speeds, a light alloy replaced the fabric, enhancing control throughout the speed range.Morgan and Shacklady 2000, pp. 57–61.
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The trailing edge of the wing had two-section ailerons with trim tabs, and inboard of the ailerons were double-slotted flaps.Gunston and Gilchrist 1993, pp. 75–76. Direct electrical drives were used to move the flaps and other hydraulically-operated equipment was used.Gunston and Gilchrist 1993, p. 76.
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Murphy Aviation, 1989 The Renegades's wings have a positive stagger and incorporate a single faired interplane strut and cabane struts as well as wire-bracing. The top wing has a span of and incorporates a 10 degree sweep to improve visibility from the pilot's back seat, accessibility for the front seat passenger and reduces adverse yaw. The lower wing has 3 degrees of dihedral. Ailerons are of the Friese type, with two ailerons on the lower wing standard and four ailerons optional.
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The rest of the wing was also ply covered. In plan the wing was symmetrically straight tapered. Its mass balanced ailerons were slotted and fabric over ply covered. The IS-11 had short span spoilers, opening both above and below the wing, mounted at mid-chord just inboard of the ailerons.
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A certificate was issued by the LBA showing conformance with the requirements. Successful flutter tests have been performed by an academic flight group in Italy. The Silent 2 Targa has extremely light ailerons, light elevator, generous rudder. The roll rate is quick because of the lively feel of the ailerons.
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Other revisions included horn-balanced ailerons and a triangular vertical fin. In this configuration, production commenced in April 1916.
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Furthermore, complaints of poor lateral control, particularly on landing, led to the addition of ailerons on the lower wing.
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The Turbi is built using all-wood construction. The wing uses a two-spar design. It uses slotted ailerons.
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There was no dihedral. Half span, large area ailerons had angled hinges attached to the spar at its tip and, in the early flight tests, projected well beyond the fixed wing tip. These proved both heavy in flight and vulnerable on the ground, so were soon tapered and rounded off, slightly reducing the span and aspect ratio. The ailerons operated differentially, upward deflections being smaller than downward ones; this was a relatively new way of reducing adverse yaw but in addition the rudder and ailerons were interconnected.
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The A-7 had fully powered flight controls, as did the F-8. However, conventional outboard ailerons were used (instead of the drooping ailerons mounted inboard of the wing-fold of the F-8 and doubling as flaps when flaps were deployed), along with large slotted flaps on the wing's inboard area; the wing fold was between the flaps and ailerons. The wing leading edge was fixed and had a dog-tooth discontinuity. A large air brake was fitted on the underside of the aircraft.
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On the earliest model, the Mg 19, the ailerons fill the trailing edge from bend to tip but such a large area produces heavy control loads and on the Mg 19a the ailerons are reduced in length by about a third. Schempp-Hirth airbrakes open above and below the wing just inboard of the bend at 44% chord. In plan the wing has a straight and swept leading edge. The trailing edge is also straight inboard of the ailerons, where the tips become semi-elliptical.
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In plan the wing was symmetrically straight tapered, with squared tips, where there were small tip bodies or plates. It had wood framed, fabric covered, balanced ailerons which reached out to the wing tips. DFS (Schempp- Hirth) type airbrakes were mounted at mid-chord, just inboard of the ailerons. There were no flaps.
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Normal behaviour of both ailerons and air brakes has been observed even during deliberately-induced stall conditions.Lambert 1979, p. 903.
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The Bellanca CE was a two-seat biplane using ailerons for roll control rather than wing warping of its predecessor.
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The ailerons were controlled with a push-pull tube. The tail surfaces were welded steel tubing with aircraft fabric covering.
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They had marked dihedral. Forward of the single box spar the wing was plywood covered, with fabric aft. Narrow ailerons occupied the outer halves of the wing trailing edge, with flaps of the same chord inboard. From the second prototype onwards the Bréguet 900 had spoilers at about mid-chord just inboard of the ailerons.
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148-149 On the 17, 17bis, 21, 23 and 23bis, the cabane struts were angled forward from the fuselage, while on the 24, 24bis, 25 and 27, they were angled aft. Both the 17bis and the 23bis used the square ailerons, rather than the rounded ailerons used on production versions of the later types.
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Flapless Air Vehicle Integrated Industrial Research is a research project at Cranfield University with collaboration form nine other universities and BAE Systems. Funding totaling $9.85 million USD comes from BAE Systems and Engineering and Physical Sciences Research Council. The project's goal is to create aircraft without ailerons, as ailerons, in addition to being heavy and requiring extensive maintenance, make it difficult for stealth aircraft to hide from radar. The project has created an unmanned aircraft named Demon which, although it still has ailerons, also uses fluidic controls to change direction in flight.
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Another important design feature of the flap system is that there is no noticeable change in pitch trim with the extension of the flaps. This has been achieved by the incorporation of a simple interconnect system which applies bias to the elevator trim springs when the flap are extended. Ailerons: The ailerons are gap sealed and provide light and responsive behaviour to minimise pilot fatigue. The ailerons allow a high roll rate of approximately 3 seconds from 45 degree bank through to 45 degree bank the other way at normal working airspeeds.
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A rudder alone will turn a conventional fixed-wing aircraft, but much more slowly than if ailerons are also used in conjunction. Use of rudder and ailerons together produces coordinated turns, in which the longitudinal axis of the aircraft is in line with the arc of the turn, neither slipping (under-ruddered), nor skidding (over-ruddered). Improperly ruddered (uncoordinated) turns at low speed can precipitate a spin that can be dangerous at low altitudes. Sometimes pilots may intentionally operate the rudder and ailerons in opposite directions in a maneuver called a slip.
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The control system of the SZD-6x was designed to allow the aircraft to be flown with several different control configurations. The trailing edges of the wings carried three surfaces each, all of which could be linked to form elevons or operated individually as ailerons, elevators or flaps. The metal-skinned split ailerons, (the outboard control surfaces), also formed the airbrakes, opening out to give increased drag. The ailerons/airbrakes could be connected to the rudder pedals to be used as drag rudders, similar to the drag rudders used on the Northrop flying wings.
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The cockpit was on the leading edge of the wing. Conventional stick and rudder pedals controlled the ailerons, elevator and rudder.
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Early development aircraft had wooden spars and ribs with glass cloth covering. Slotted, broad chord ailerons filled the whole trailing edge.
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Like the I-11 the I-115 had an all wood structure and most surfaces were plywood covered apart from fabric covered ailerons and flaps. The low, tapered, straight edged and square tipped wings had two spars and stressed plywood skin. Wing dihedral was 6°. The ailerons were differentially operated and drooped when the slotted flaps were lowered.
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The interplane struts are N-shaped. The wings are fabric covered and carry four ailerons in all; the upper and lower ailerons are externally linked. The fuselage and tail unit are constructed of chrome-molybdenum steel and are fabric covered. The tailplane, mounted on top of the fuselage, is wire braced to the small triangular fin.
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Air combat was also felt to take place at relatively low speeds and high-speed manoeuvring would be physically impossible. Flight tests showed the fabric covering of the ailerons "ballooned" at high speeds, adversely affecting the aerodynamics. Replacing the fabric covering with light alloy dramatically improved the ailerons at high speed.McKinstry 2007, p. 260.McKinstry 2007, p. 88.
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Earlier TriStar 500s were delivered with the standard wing; these were later retrofitted with ailerons and extended wingtips. Pan Am was the first customer to order the -500 with the extended wingtips and active ailerons. Aircraft serial number 1176, the first for Pan Am, was the first TriStar 500 to be fitted with them as standard.
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The previous two ailerons between the wings were increased to four, arranged on the rear of the wings as in today's designs.
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15, p. 5. The B.1 had four elevators (inboard) and four ailerons (outboard).Pilot's Notes pt. 1, ch. 10, para. 1(a).
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After trials, a rudder got improved. In 1928 the plane underwent a modification, receiving rounded wingtips instead of square ones, and smaller ailerons.
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The improved B.E.8a of 1915 had new B.E.2c type wings, featuring ailerons instead of wing warping and a revised tail unit.
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Profile drag caused by the deflected ailerons may add further to the difference, along with changes in the lift vectors as one rotates back while the other rotates forward. Waco VKS-7 cabin-class biplane with its pairs of quadruple ailerons linked by an external vertical connector to simplify its aileron control system. The ailerons on each side thus move either up or down together. In a coordinated turn, adverse yaw is effectively compensated by the use of the rudder, which results in a sideforce on the vertical tail that opposes the adverse yaw by creating a favorable yawing moment.
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Aileron horn visible extending from the wingtop on the top wing of a Fokker Dr. I Particularly on larger or faster aircraft, control forces may be extremely heavy. Borrowing a discovery from boats that extending a control surface's area forward of the hinge lightens the forces needed first appeared on ailerons during World War I when ailerons were extended beyond the wingtip and provided with a horn ahead of the hinge. Known as overhung ailerons, possibly the best known examples are the Fokker Dr.I and Fokker D.VII. Later examples brought the counterbalance in line with the wing to improve control and reduce drag.
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M.P.W. Boulton, the British inventor of ailerons in 1868 14-bis in November 1906, with its ailerons Blériot VIII with wingtip ailerons in September 1908 There are conflicting claims over who first invented the aileron as a method for lateral flight control. In 1868, before the advent of powered, heavier-than- air aircraft — and within eleven years distant in time from the birth of all three of the involved parties in the American lawsuit — English inventor Matthew Piers Watt Boulton first patented ailerons.F. Alexander Magoun & Eric Hodgins. A History of Aircraft, Whittlesey House, 1931, p.308.
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In addition to controlling the roll or bank of an aircraft, as do conventional ailerons, both flaperons can be lowered together to reduce stall speed, similarly to a set of flaps. On a plane with flaperons, the pilot still has the standard separate controls for ailerons and flaps, but the flap control also varies the flaperon's range of movement. A mechanical device called a "mixer" is used to combine the pilot's input into the flaperons. While the use of flaperons rather than ailerons and flaps might seem to be a simplification, some complexity remains through the intricacies of the mixer.
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The trailing edge has double-slotted trailing edge flaps inboard of mass-balanced ailerons; the flaps are separated from the ailerons by small wing fences. An automatic trimming system was present, the flaps and the trim system being connected in order to counteract the potentially large pitch changes that would otherwise be generated by vigorous movements of the flaps.Wilkinson 2005, p. 165.
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The roll response of the Eindecker, on the other hand, was poor. This is often blamed on the use of wing-warping rather than ailerons - although the monoplanes of the time, even when fitted with ailerons, often had unpredictable or unresponsive roll control due to the flexibility of their externally braced wings. Immelmann's later Fokker E.II with the "soffit" surfaces fitted.
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The plain, statically balanced ailerons have steel spars with spruce ribs and trailing edges ; they are fabric covered and carry ground adjustable trim tabs. The tail unit is a fabric covered steel tube structure, wire braced and with swept, straight tapered surfaces. Like the ailerons, all the rear control surfaces are statically balanced. The rudder has a ground adjustable trim tab.
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The upper wings were swept and without dihedral, the cantilever lower wings unswept with 6° of dihedral. Both wings carried full-span ailerons. The upper wing also carried full-span slots on the leading edge, arranged in inner and outer groups. The ailerons were linked to interceptors behind the outer slots which rose when the inner slots opened at high angles of attack.
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The ASW 20 is constructed from glass-reinforced plastic. It features trailing edge flaps which interconnect with the ailerons and allow the entire trailing edge to operate as a flap between -9 and +5 degrees. The flaps also act as ailerons, but deflect only half of the aileron amount. Schempp-Hirth type airbrakes are provided on the upper wing surface.
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The design was nevertheless unsatisfactory. The air brakes occupied most of the trailing edge of the wing, being intended also as a means to lower speeds and improve climb rates in thermals. Class rules did not allow these surfaces to be coupled to the ailerons. The resultant sluggish roll rate from the very short ailerons led to poor and unsafe flying characteristics.
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The fin was triangular and carried a short, curved, balanced rudder. The D.XV's fixed conventional undercarriage was of the fixed axle type, the axle ends supported on pairs of V-struts and wire cross-braced; there was a tall tail skid. The D.XV was developed over the summer of 1918 and versions with unbalanced ailerons (D.XVf) and overhung, balanced ailerons (D.
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Both pairs of wings had similar planforms and the same centre section chord. The leading edges were straight apart from at the tips, as were the centre section trailing edges. Outboard the trailing edges, fully occupied with ailerons swept forward, more sharply on the short span wing. The ailerons were of the differential kind, a recent invention, with less downward movement than upward.
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The wings had the same span and constant chord and neither sweep nor stagger. Both upper and lower wings had outboard ailerons and inboard flaps, the latter ending at the centre section. Both wings also had leading edge slats along their full length. The outer sections of these were linked to downward movement of the ailerons and the inner sections to the flaps.
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The wing has conventional ailerons on the outboard trailing edge, and spoil-flaps (similar to the dive-brake flap) on the inboard trailing edges. The ailerons are actuated by push-rods, and the spoil-flaps are hydraulically operated. Directional stability is provided by twin boom-mounted fins, each of . area. Each has a cable-actuated rudder at its trailing edge.
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To rectify these problems, the Salamander underwent many of the same modifications to the tail and ailerons as the Snipe.Bruce 1969, pp. 46, 48.
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The rudder was partly fabric- covered, the elevators wholly so. The aerodynamic balances of the tail surfaces was increased and the ailerons mass-balanced.
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Yak-52 using ailerons to roll counter-clockwise during an aerobatic maneuver Pairs of ailerons are typically interconnected so that when one is moved downward, the other is moved upward: the down-going aileron increases the lift on its wing while the up-going aileron reduces the lift on its wing, producing a rolling (also called 'banking') moment about the aircraft's longitudinal axis (which extends from the nose to the tail of an airplane). 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, and the terms 'outboard aileron' and 'inboard aileron' are used to describe these positions respectively. An unwanted side effect of aileron operation is adverse yaw—a yawing moment in the opposite direction to the roll.
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The new tank moved the centre of gravity significantly rearwards and to compensate the wings were swept back at about 8° and broadened ailerons fitted.
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The enclosed cabin includes a cargo area that is located on the aircraft's center of gravity, eliminating trim changes as the load varies. The wing is a two-spar design, supported by a "V" strut and jury struts. The wing has internal lift and drag bracing wires. The ailerons were originally designed to be "gapless", with the wing's Dacron covering extending over the ailerons.
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The tips carried the small sreamlined bodies known as salmons, common at the time. Its slotted ailerons, which filled about half the span and were divided into two pairs, were ply skinned but with an outer fabric covering. Spoilers, situated immediately inboard of the ailerons at about 40% chord, opened both above and below the wing. The IS-7 had an ovoid cross-section plywood monocoque fuselage.
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The fluidic controls, in contrast to ailerons, do not move metal parts, but instead use pressurized air to change the direction of airflow over the wing surface. The plane does not need ailerons at all, and has flown successfully without them, but they were included as a backup in case the fluidic controls failed. The project aims to eventually implement the control system on a larger aircraft.
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The Schwalbe had ailerons on both wings, externally connected with vertical rods. The upper ailerons had large balances to serve both surfaces. The Schwalbe's rectangular section fuselage had a steel tube structure and was fabric covered. The first examples, designated KL.IA, were powered by a Siemens-Halske Sh 11 seven cylinder radial engine, partially enclosed by a dural cowling which left the cylinders projecting for cooling.
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Spoilers are devices that when extended into the airflow over a wing, disrupt the airflow and reduce the amount of lift generated. Many modern aircraft designs, especially jet aircraft, use spoilers in lieu of, or to supplement ailerons, such as the F4 Phantom II and Northrop P-61 Black Widow, which had almost full width flaps (there were very small conventional ailerons at the wingtips as well).
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The designs of the French pioneer Léon Levavasseur are better known by the name of the Antoinette company which he founded. His Antoinette IV of 1908 was a monoplane of what is now the conventional configuration, with tailplane and fin each bearing movable control surfaces, and ailerons on the wings. The ailerons were not sufficiently effective and on later models were replaced by wing warping.
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He soon found it was extremely difficult to turn the aircraft. In the intense winds of the storm both ailerons had been ripped from the wings of the aircraft. With the rudder he could change the direction the aircraft was pointing, but without the ailerons he could not bank to change the direction of flight. The plane would just skid sideways and return to its original heading.
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The wing employs conventional ailerons or, optionally, Junkers ailerons with leading edge slats and is supported by V-struts with jury struts. The main landing gear is sprung 7075-T6 aluminium, while the nose gear has lever suspension using rubber pucks and helical springs. The main wheels include hydraulic disc brakes. The standard engine used is the Rotax 912UL powerplant, driving a three-bladed Ivoprop propeller.
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The rest of the wing was fabric covered. It had forward sweep, coming mostly through the strong sweep of the trailing edge as the leading edge was almost straight. Its mass balanced and fabric over ply covered ailerons were slotted and divided into two sections. There were short spoilers, opening both above and below the wing, mounted near mid- chord just inboard of the ailerons.
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Ailerons were not used on manned aircraft until they were employed on Robert Esnault-Pelterie's glider in 1904, although in 1871 a French military engineer, Charles Renard, built and flew an unmanned glider incorporating ailerons on each side (which he termed 'winglets'), activated by a Boulton-style pendulum controlled single-axis autopilot device.Bullmer 2009, p. 20. The pioneering U.S. aeronautical engineer Octave Chanute published descriptions and drawings of the Wright brothers' 1902 glider in the leading aviation periodical of the day, L'Aérophile, in 1903. This prompted Esnault- Pelterie, a French military engineer, to build a Wright-style glider in 1904 that used ailerons in lieu of wing warping.
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Harkness financed the building of many early airplanes. On March 4, 1911, he contracted early aviator Charles F. Walsh to build an airplane for use by his chief mechanic John Kiley at the Harkness camp established on North Island in San Diego, CA. Walsh delivered the plane to the aviation camp at North Island on April 7, 1911. This Harkness airplane was a Curtiss copy, but with four Farman-type ailerons mounted flush to the end of all four wings replacing the Curtiss-style ailerons normally located between the upper and lower wing. The upper and lower ailerons were connected to each other via a vertical pole and operated in unison.
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Attempting to circumvent the patent, Glenn Curtiss and other early aviators devised ailerons to emulate lateral control described in the patent and demonstrated by the Wrights in their public flights. Soon after the historic July 4, 1908, one-kilometer flight by Curtiss in the AEA June Bug, the Wrights warned him not to infringe their patent by profiting from flying or selling aircraft that used ailerons. Curtiss was at the time a member of the Aerial Experiment Association (AEA), headed by Alexander Graham Bell, where in 1908 he had helped reinvent wingtip ailerons for their Aerodrome No. 2, known as the AEA White WingYoon, Joe. Origins of Control Surfaces, Aerospaceweb.
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This differential lift causes rotation around the longitudinal axis. The ailerons are the primary control of bank. The rudder also has a secondary effect on bank.
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On the exterior, it features hydraulically actuated active rear ailerons which are formed in flexible carbon fibre and are an integral part of the rear clamshell.
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As originally completed, all three aircraft had much in common. They had almost constant chord wings that carried ailerons fitted with slots for low speed control.
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Only the original wingtip ailerons from the Baddeck No. 1 still exist in the Alexander Graham Bell Museum in Baddeck.Molson and Taylor 1982, pp. 159–160.
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Wing warping is efficient since there is no discontinuity in the wing geometry, but as speeds increased, unintentional warping became a problem, and so ailerons were developed.
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The wooden Vándor was a braced high wing monoplane. Its wings, built around two spars, were rectangular out to semi-elliptical tips. They were plywood covered from the leading edge to the forward spar, with fabric covering the rest of the wing and ailerons, and supported by V-struts from the lower fuselage longerons to the two spars. The ailerons were large, occupying over 60% of the trailing edges.
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The only change on the M-30C was the return of the M-30's flaps, though with simplified linkage. They were removed again on the M-30C/1 and the ailerons were give Frise-type leading edge balances. The Super Fergeteg's wing had had very slightly forward swept leading edges, one piece ailerons and no flaps. All Ferteteg variants had a plywood-covered, elliptical cross-section, semi-monocoque tapering fuselage.
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Richard Hallion. Taking Flight. pp. 292–293 Zahm testified that earlier experimental gliders and glider designs and publications, before those of the Wrights, had included a variety of monoplane and biplane designs, with horizontal and vertical rudders, and steering concepts of ailerons and wing warping. There were complex technical issues, notably whether Curtiss's airplanes used a vertical rudder and ailerons in ways that closely matched the patented design of the Wrights.
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The ailerons primarily control roll. Whenever lift is increased, induced drag is also increased. When the stick is moved left to roll the aircraft to the left, the right aileron is lowered which increases lift on the right wing and therefore increases induced drag on the right wing. Using ailerons causes adverse yaw, meaning the nose of the aircraft yaws in a direction opposite to the aileron application.
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When moving the stick to the left to bank the wings, adverse yaw moves the nose of the aircraft to the right. Adverse yaw is more pronounced for light aircraft with long wings, such as gliders. It is counteracted by the pilot with the rudder. Differential ailerons are ailerons which have been rigged such that the downgoing aileron deflects less than the upward-moving one, reducing adverse yaw.
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Full-span combined ailerons and flaps (flaperons), constructed like the wing, are attached to an auxiliary spar. Separate ailerons and flaps are an option, in which case the wing profile (airfoil) is changed from the laminar flow UA-2 to SL-1. The wings can be detached for transport, though wing folding is an option. Apart from its tube centre section the fuselage is wholly laminate with strengthening bulkheads and ribs.
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The wings were separated by about twice the rear wing chord. Together, the two forward outer panels and the rear wing produced a triangle of parallel lift vectors leading, according to Albessard, to the aircraft's stability. There were ailerons both on the forward outer panels and on the full span of the rear wings. These were operated differentially and could be used either as conventional ailerons or as camber changing devices.
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Development of the Nieuport 28, with ailerons moved to the two spar lower wing, rounded wingtips and a simplified fuselage structure, concluded further development of the 27 line.
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His combat days were short-lived because he was recalled after nineteen days to test the Spitfire Mk III, but they made Quill all the more determined to make the Spitfire an even better fighting machine, and his experiences in the Battle of Britain led to two important changes in the Spitfire. At high speed, the stick force from the ailerons had been very heavy, and this was found to be caused by the ballooning of the fabric covering of the ailerons, and so causing a thicker trailing edge section. This was cured by fitting stiffer, metal- covered ailerons. Quill also initiated an improvement in the optical quality of the cockpit side panels.
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The first prototype flew in July 1935. The only major change made to subsequent production aircraft was the deletion of the upper-wing ailerons to eliminate oversensitive control inputs.
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The tail and ailerons were damaged in a storm three weeks earlier while the aircraft was parked, but during repairs, the aileron control cables were connected backwards by mistake.
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Its span wing has an area of , mounts full-span ailerons and lacks flaps and winglets. The standard engine specified is the Lycoming O-360 four-stroke aircraft engine.
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The ailerons used steel control cables that were exposed in front of the leading edge of the wing. The engine was a modified Henderson motorcycle engine purchased for $325.
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The Ar I was designed as a tailless aircraft, in which the ailerons also served as horizontal stabilizer. The two rudders were each placed on top of the wings.
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The ailerons are at the far ends of the wings for greater rolling moment and have two distinguishing features: The ailerons are larger than is typical, almost 50 percent of the wingspan, providing improved control even at slow speeds; the aileron is also split, making it a deceleron.Stephens World Air Power Journal. Spring 1994, p. 64. The A-10 is designed to be refueled, rearmed, and serviced with minimal equipment.Spick 2000, pp. 64–65.
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There are short ailerons outboard, with the rest of the trailing edge filled with electrically operated Fowler flaps. Leading edge slots are fitted ahead of the ailerons. The combination of flaps and slots enables the Kurir to reach 15 m (50 ft) altitude in a distance of 220 m (720 ft) and to land from the same height in 100 m (330 ft). The fuselage is also all-metal and rectangular in cross section.
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The outer panels were fabric-covered and carried split, differential ailerons which reached out to the tips and were interconnected with the flaps. Göppingen type spoilers, mounted behind the spar at the ends of the inner sections, opened both above and below the wing. The wing of the M-30B was very similar, though the ailerons were narrower and the flaps had been removed. A new rivited aluminium box structure strengthened the wing-fuselage joint.
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The wings were braced by a Warren truss. Automatic slots are fitted to the top wing, the auxiliary airfoils of which benefiting from a new construction approach involving single z-section spars and planking, both composed of duralumin.NACA 1935, p. 3. Slot-type ailerons are also present, each being installed upon four hinges and supported by four box-section brackets; these ailerons are both statically and aerodynamically balanced, making them relatively light to control.
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The two outer sections had parallel, straight and unswept leading and trailing edges and straight, angled tips. They were also cut away at their inner ends, where they met a rectangular, reduced chord centre section, producing a cut-out out over the rear seat. Narrow chord ailerons filled most of the trailing edge. The wings were of mixed construction with pairs of duralumin spars and wooden ribs but the ailerons were all-metal.
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Another challenge would be posed by the immense height of the building, which makes it vulnerable to high winds. In order to cope with these winds, the tower is designed as three interlocking towers, each twisting 45 degrees to help stabilize it. In addition, vertical ailerons will run the full length of the building on each edge. Adjustments to the positions of these ailerons will redirect the winds in order to minimize structural vibrations.
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The trailing edge of each outer panel carried three equal span ailerons. The outer one, together with that on the other wing, acted as differential ailerons but the inner pair also served as camber changing flaps. There is some doubt whether or not the wing was fitted with inboard upper surface airbrakes; these may have been added as a result of test flying. The Obs had a rectangular section, steel tube framed, fabric covered fuselage.
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These were not Frise- type ailerons though, but conventional ailerons with a slot at the hinge line.Lock, January 2010, pp.18-21 & 32 The undercarriage was a split axle type, braced to a steel tube four point pyramid that extended from the belly of the aircraft, with suspension provided with bungee cords which were protected by leather boots. Both cabane and interplane struts took the form of an N and were steel tubing as well.
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Wing tip fins, which had a blunted triangular profile, carried slightly more rounded rudders. Ailerons occupied the outer 65% of each wing, with the rest filled with an elevon. The controls were essentially conventional, with rudder pedals and a wheel for the ailerons which, when pushed or pulled moved the elevons together to change pitch. Its fuselage was short but deep, with an enclosed cabin over the leading edge holding two seats in tandem.
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Their thickness reduced outwards, largely from below, contributing to the significant dihedral. Structurally, the wings were wooden, each with two longerons which were joined into a box spar by plywood skin out to three-quarter span; this appears dark in the photograph above. The rest of the surfaces, including the unbalanced ailerons which occupied about half the span, were silk covered. The ailerons had frames of elektron, a recently developed magnesium alloy.
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A very high angle of attack is required to maintain altitude in slow flight. At these low airspeeds, flight control surfaces begin to lose their effectiveness due to the reduction in airflow over them. Ailerons are the most affected, and roll control is significantly degraded. If ailerons are used in slow flight, there is a possibility that the high wing will stall due to the increased angle of attack, sending the aircraft into a spin.
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Control of first the elevators and then, 3 seconds later, the ailerons were released to the operator - the delay necessary for the gyro control to stabilise first. Using radio control, the operator would fly the missile into a position in front of the target, and then adjust the path in order to collide with the target. Control was via the ailerons and elevator, the vertical stabilizer did not contain a movable rudder.
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Another challenge would be posed by the immense height of the building, which makes it vulnerable to high winds. In order to cope with these winds, the tower is designed as three interlocking towers, each twisting 45 degrees to help stabilize it. In addition, vertical ailerons will run the full length of the building on each edge. Adjustments to the positions of these ailerons will redirect the winds in order to minimize structural vibrations.
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They were constructed from a mixture of wood and metal, based on two rectangular spars and fabric covered. Double ailerons covered most of the straight part of the trailing edge.
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The ailerons are controlled by push-pull tubes. The aircraft were delivered with progressively more powerful engines, the LeBlond 5DE, and Kinner K-5, and one with a Warner engine.
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Ships, boats, submarines, dirigibles and aeroplanes usually have a rudder for steering. On an airplane, ailerons are used to bank the airplane for directional control, sometimes assisted by the rudder.
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After its 1935 accident and rebuild, the Windspiel was a little heavier, but the only major alteration was the separation of the full-span flaperons into inboard flaps and outboard ailerons.
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Centering the stick returns the ailerons to neutral maintaining the bank angle. The aircraft will continue to turn until opposite aileron motion returns the bank angle to zero to fly straight.
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Standard engines available are the Rotax 912UL and the Jabiru 2200 four-stroke powerplants. All controls are operated by teleflex cables, except the ailerons, which are operated by push-pull tubes.
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Another method of compensation is 'differential ailerons', which have been rigged such that the down-going aileron deflects less than the up-going one. In this case the opposing yaw moment is generated by a difference in profile drag between the left and right wingtips. Frise ailerons accentuate this profile drag imbalance by protruding beneath the wing of an upward-deflected aileron, most often by being hinged slightly behind the leading edge and near the bottom of the surface, with the lower section of the aileron surface's leading edge protruding slightly below the wing's undersurface when the aileron is deflected upwards, substantially increasing profile drag on that side. Ailerons may also be designed to use a combination of these methods.
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A more powerful variant of the Orpheus engine was also used, while the length of the forward fuselage area was increased, and the tail surfaces were enlarged. The inboard ailerons of the fighter variant were reconfigured to an arrangement of outboard ailerons and conventional flaps. On 7 January 1958, an initial contract for 14 pre-production Gnat trainers was issued.Willis 2008, p. 53. On 31 August 1959, the prototype Gnat Trainer conducted its maiden flight from Chilbolton airfield, Hampshire.
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Retrieved: 23 July 2009. The F-22 has four empennage surfaces, retractable tricycle landing gear, and clipped delta wings with reverse trailing edge sweep and leading edge extensions running to the upper outboard corner of the inlets. Flight control surfaces include leading-edge flaps, flaperons, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails (stabilators); for speed brake function, the ailerons deflect up, flaperons down, and rudders outwards to increase drag.Kohn, Lt. Col.
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Virl Kimber made the first flight of the aircraft in May 1964. Early aircraft built showed that the ailerons and rudder were too small and that the wing was set at too high an angle of incidence for safety and most were subsequently modified. The plans were changed to incorporate larger ailerons. The all-metal wing is a one piece unit in span and in weight, that proved a challenge to design a trailer to carry.
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The rest of the wing is fabric covered, including the ailerons. In plan the wing has a rectangular centre section, occupying about 40% of the span and braced from below at about 25% of the overall span by airfoil section lift struts from the lower fuselage. Outboard, the wings are double straight tapered, with most of the sweep on the trailing edge, and end in blunt tips. Ailerons fill the whole trailing edge of these outer panels.
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It had externally connected, long span, broad chord ailerons on upper and lower wings to ensure good control at low landing speeds. The ailerons were cambered to obviate the need for differential deflections. The two uncowled, air cooled, , horizontally opposed twin cylinder Bristol Cherub III engines were mounted in frames onto the inner interplane struts. Because of the stagger their propellers were behind the trailing edges of the upper wing but just above the lower one.
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In response, the captain increased torque on the left engine, causing the aircraft to veer to the right of the runway. The crew did not apply additional rudder deflection to correct it, instead relying on the ailerons. At a height of 45 feet, the captain decided to perform a go-around, and commanded full throttle to the left engine, while leaving right engine at idle. The crew continued to only use the ailerons to counteract the thrust imbalance.
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Slotted ailerons occupy about half the trailing edges and inboard slotted flaps the rest. The flaps can be set to deflections of 0°, 10° or 40° for fast gliding, soaring and landing respectively. When the flaps are down, the ailerons are lowered together by half the flap deflection. DFS-type metal spoilers, which open above and below the wing and can be used to limit speed to the allowed maximum, are mounted behind the rear spar at 68% chord.
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The first example of the D.XII used a 134 kW (180 hp) Mercedes D.IIIa engine and had balanced, parallel-chord ailerons. The second, built in April 1918, featured unbalanced, inversely tapered ailerons and Bohme undercarriage with pneumatic shock absorbers. Although it was initially fitted with the Mercedes engine, it was later re- engined with a BMW IIIa producing 138 kW (185 hp). In this form, the D.XII competed in the third Adlershof D-Type Contest in October 1918.
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The 1931, aerodynamically clean NN 1 was an advanced design for its time, with cantilever wings and divided ailerons and unusual in having a triple tail. Its very streamlined forward fuselage was achieved by sacrificing forward vision from the enclosed cockpit. Its high, two part wing, which had an approximately elliptical plan, was built around a single spar and was entirely plywood-covered. Most of the trailing edge carried narrow chord ailerons, each divided into three parts.
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The wing planform was strongly double straight tapered, mostly on the trailing edge where ailerons occupied almost half the span. These were split into two nearly equal sections and acted differentially. Parallel ruler type airbrakes were placed a little inboard of the ailerons, at mid-chord. Near the roots the airfoil section was NACA 4514; further out this was tapered into the symmetric NACA 0012 of the tips, which had 4° of washout to prevent tip stalling.
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Waco YKS-6. Struts connecting upper and lower ailerons are visible, distinguishing this type from the contemporary Custom Cabin sesquiplanes 1937 Waco VKS-7, a late Standard Cabin Waco, with no skylights.
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The X-14 was designed using existing parts from two Beechcraft aircraft: wings, ailerons, and landing gear of a Beech Bonanza and the tailcone and empennage of a Beech T-34 Mentor.
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As intended, the rudder is the most powerful and efficient means of managing yaw but mechanically coupling it to the ailerons is impractical. Electronic coupling is commonplace in fly-by- wire aircraft.
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The Blériot VIII with wingtip ailerons in 1908, deflected for a slight right bank. Used on the first-ever airframe to have the combination of "joystick/rudder- bar" controls that directly led to the modern flight control system, the Blériot VIII in 1908, some designs of early aircraft used "wingtip" ailerons, where the entire wingtip was rotated to achieve roll control as a separate, pivoting roll-control surface—the AEA June Bug used a form of these, with both the experimental German Fokker V.1 of 1916 and the earlier versions of the Junkers J 7 all-duralumin metal demonstrator monoplane using them—the J 7 led directly to the Junkers D.I all-duralumin metal German fighter design of 1918, which had conventionally hinged ailerons. The main problem with this type of aileron is the dangerous tendency to stall if used aggressively, especially if the aircraft is already in danger of stalling, hence the use primarily on prototypes, and their replacement on production aircraft with more conventional ailerons.
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Retrieved: 13 June 2010. The aircraft was to be solely controlled by thrust vectoring, without featuring any rudders, ailerons, or elevators. Funding for this program was halted in 2000. NASAExplores.com, 9 October 2003.
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"YF-23 would undergo subtle changes if it wins competition". Defense Daily 14 January 1991 Deflecting the wing flaps down and ailerons up on both sides simultaneously provided for aerodynamic braking.Sweetman 1991, pp.
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An investigation concluded that during the last fifteen seconds of flight, the crew was unable to effectively operate the ailerons. Medical experts ruled out incapacitation due to smoke inhalation, meaning that the pilots could not operate the ailerons because of mechanical failure caused by the fire. A fire also broke out after the crash. Because of the fire on the crash site, the investigation could not determine the exact location of the fire in the electrical system that caused the accident.
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Long, narrow chord ailerons occupy about half the span; airbrakes are placed immediately inboard of the ailerons at mid-chord. These consist of seven rotating blades on each side which project both above and below the wing when deployed, counter-rotating away on chord-wise axes. The fuselage is a ply shell, ovoid in cross section and built around a series of frames and stringers. The tandem seats are enclosed ahead of the wing leading edge under a starboard hinged, continuous canopy.
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Airplane in a right turn skid In a straight flight, the tail of the airplane aligns the fuselage into the relative wind. However, in the beginning of a turn, when the ailerons are being applied in order to bank the airplane, the ailerons also cause an adverse yaw of the airplane. For example, if the airplane is rolling clockwise (from the pilot point of view), the airplane yaws to the left. It assumes a crab-like attitude relative to the wind.
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A low landing speed is essential for a trainer. Wolf Lemke and Siegfried Piontowski decided to depart from the typical LS system in which ailerons and flaps act as flaperons, using mixed schedule as featured in the Schleicher ASW 27. In landing configuration the flaps assume a deflection of about 75 degrees while the ailerons remain in a neutral position, enabling slower landing speeds with good control response. Multiblade airbrakes extend from the upper surfaces of the wings to give ample glidepath modulation.
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Used during aviation's pre-war "pioneer era" and into the early years of the First World War, these ailerons were each controlled by a single cable, which pulled the aileron up. When the aircraft was at rest, the ailerons hung vertically down. This type of aileron was used on the Farman III biplane 1909 and the Short 166. A "reverse" version of this, utilizing wing-warping, existed on the later version of the Santos-Dumont Demoiselle, which only warped the wingtips "downward".
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As first flown in April 1909 the aircraft had vertical fixed surfaces carrying twin rudders on their trailing edges and very broad-chord ailerons. The airframe was made of wood, mainly ash, with members joined using aluminium sockets. Wing and tail surfaces were covered with a single fabric surface, with the ribs and two spars enclosed in pockets. The fixed vertical surfaces had been removed and the ailerons replaced with smaller ones by the time the aircraft appeared at Reims in August.
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The Silent 2 has light ailerons, light elevator, generous rudder. The roll rate is quick because of the lively feel of the ailerons. Stall is predictable and recovery simple. In level flight as airspeed is reduced when approaching the stall speed the sailplane vibrate a little, at this point decreasing the angle of attack results in airspeed increase and normal flight resume, from a climbing attitude the sailplane stall decisively, the nose pitch down gently and recovery is easy with stick forward.
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The message was relayed by a flight attendant to the flight crew, who invited Fitch up to the cockpit; he arrived and began assisting at about 15:29. Haynes asked Fitch to observe the ailerons through the passenger cabin windows to see if control inputs were having any effect. Fitch reported back that the ailerons were not moving at all. Nonetheless, the crew continued to manipulate their control columns for the remainder of the flight, hoping for at least some effect.
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Oberleutnant Hermann Göring praised the aircraft's flying qualities, but criticised the poor performance, consequently the D 2 was not ordered into production. Confusion reigned after the competition, up to the present day, because the Idflieg referred to the two D 2 prototypes as the D.I and D.II during the competition, which were actually fictitious designations. The first D 2 prototype had ailerons on the upper wings, while the second D 2 prototype had ailerons on both upper and lower wings.
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The Twin Otter incorporated "flaperons" that drooped the ailerons as part of the flaps, but these were not included in the Dash 7 due to weight and complexity. Instead, the ailerons were reduced in size to allow more flap area, and were augmented with two sets of roll spoilers, or "spoilerons". The inboard roll spoilers operate at all speeds. while the outboard roll spoilers only operate at speeds less than 130 KIAS to allow for more roll control at slower speeds.
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10, para. 1(a). The Vulcan received elevons on its extensively redesigned second variant, the B.2'; all of the elevators and ailerons were deleted in favour of eight elevons.Aircrew Manual pt. 1, ch.
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The fully proportional ailerons, rudder, elevator, throttle and flap controls closely correspond to the full scale vehicle. Over 20 flights were made with the scale model."Spectra 2." outerzone.co.uk, 2017. Retrieved: September 5, 2017.
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During early 1918 the second prototype was completed.Bruce 1965, p. 4. Unlike the first, it had plain elevators and ailerons which had an inverse taper; the tops of the wings and tailplanes also differed.
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The outer flaps acted as slotted ailerons for roll control. Only one Gemini was built. The aircraft is still operational and as of August 2011, owned by Gary Osoba of Wichita, Kansas, United States.
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Lateral control was effected by a pair of mid-gap ailerons mounted on the interplane struts: these were evidently not effective and Bréguet intended to use another method for lateral control in his next design.
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Although Boulton had described and patented ailerons in 1868, no one had actually built them until Esnault-Pelterie's glider, almost 40 years later.Ransom, Sylvia & Jeff, James. World Power, Bibb County School District, Georgia. April, 2002.
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Flight testing in 1980 revealed some aileron flutter problems. It was hoped that these would be eliminated by the replacement, during 1982, of the original GRP ailerons by lighter carbon fiber reinforced plastic (CRP) versions.
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The F.K.29 was designed by Koolhoven for the NVI (National Aircraft Industry) as a kind of air taxi, transporting two passengers between small local fields and the departure airport of scheduled flights. It was an equal span two bay biplane, with simple pairs of parallel interplane struts between unstaggered wings. The leading edges were straight and the wings were of constant chord out to the ailerons which curved in towards rounded tips. On each wing the upper and lower ailerons were externally interconnected with faired struts.
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Like the earlier Starck A.S. 70 Jac single seat light aircraft, the AS-57 was an all wooden machine. The two types were similar in layout, apart from the accommodation, though the AS-57 was larger all round. The wings were straight tapered in plan, with rounded tips. The earliest AS-57 had full span trailing edge control surfaces which could be lowered as flaps and operated differentially at the same time as ailerons, though one later specimen at least had ailerons outboard and separate flaps inboard.
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Its design was begun in 1937 but the aircraft was not ready for flight until the spring of 1939. The gull wings of the PWS-102 were high- mounted, with less (5°) inner dihedral than on its predecessor and tapering outwards in both chord and thickness out to fine elliptical tips. They were built around a main and an auxiliary spar, the latter to the rear and carrying ailerons and flaps. The wings were entirely ply-covered but ailerons and flaps were fabric-covered.
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Unteroffizier Konrad Augner, 8./JG 1, stated the skid usually occurred below when a tight turn was made, because the ailerons constrained the circulation of air around the turbine inducing a stall. The airflow over the twin vertical stabilisers was disrupted by the axial-flow turbojet exhaust forcing the pilot to use ailerons only for turning. Hauptmann Paul-Heinrich Dähne, commanding II. Gruppe, apparently forgot this flying characteristic and attempted to escape with the ejection seat but broke his neck when the canopy failed to clear sufficiently.
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Prior to that, ailerons were often referred to as rudders, their older technical sibling, with no distinction between their orientations and functions, or more descriptively as horizontal rudders (in French, gouvernails horizontaux). Among the earliest printed aeronautical use of 'aileron' was that in the French aviation journal L'Aérophile of 1908. Ailerons had more or less completely supplanted other forms of lateral control, such as wing warping, by about 1915, well after the function of the rudder and elevator flight controls had been largely standardised.
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The Z-03 had a wooden, single spar mid-mounted wing which was trapezoidal in plan, with plywood covering ahead of the spar forming a torsion resistant D-box, and with fabric covering aft. On the Z-03A, the inner halves of the trailing edges were occupied by split flaps and the rest with Frise- balanced ailerons. Just inboard of the ailerons Göppingen-type spoilers, mounted aft of the spar at 40% chord, opened both above and below the wing. The Z-03B had no flaps.
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The trapezoidal wings were built up with heavy gauge moulded plywood skins, supported by wooden ribs, using NACA 633-618 at the root changing smoothly to NACA 4415 at the tip. Large metal plate air brakes are fitted well aft of the main spar at approximately ¾ chord, in already-turbulent air flow. Roll control is provided by ailerons in the trailing edges of the outer wings. The SZD-24-2 Foka 2 was fitted with reduced area ailerons to reduce drag, but roll control was dramatically reduced.
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The flaps on the Košava could be set to downward or upward deflections. For slow fight they were lowered through either 15° or 30°. The ailerons automatically drooped when this was done: 15° of flap drooped the inner ailerons 10° and the outer ones 5°, 30° of flap produced 15° and 10° of droop. The wing section without flaps was a high camber one best suited for high lift at low speed but raising the flaps through either 6° or 9° lowered the camber.
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In practice, since most wing warping designs involved flexing of structural members, they were difficult to control and liable to cause structural failure. Ailerons had begun to replace wing warping as the most common means of achieving lateral control as early as 1911, especially in biplane designs. Monoplane wings of the period were much more flexible, and proved more amenable to wing warping – but even for monoplane designs, ailerons became the norm after 1915. Lateral (roll) control in early aircraft was problematic at best.
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On the wings the plywood was stress bearing. Camber changing gear linked the neutral position of the ailerons and the angle of incidence of the tailplane; the ailerons maintained their normal opposing deflections for lateral control. The fixed, conventional undercarriage took advantage of the inverted gull wing by placing the main legs at the lowest points of the wings, keeping the legs short and the track wide. Shallow, full chord fairings enclosed the legs and part of the mainwheels, which had rubber shock absorbers and brakes.
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Flying controls were essentially conventional with fin, rudder, all-flying tailplane, and ailerons on the outer panels on the 1921 version. For the 1922 competition outer panels of increased area and wing-warping control were introduced.
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Data from Sailplanes 1945-1965 ;Orao: Prototype. ;Orao II: Minor changes; chiefly the removal of dihedral from the tailplane. ;Orao IIC: Major modifications to ailerons, flaps, lower fuselage shape, canopy and empennage. At least 2 built.
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Data from Sailplanes 1945-1965 ;Mg 19: Original gull wing version. First flown November 1951. 12 built. ;Mg 19a: Gull wing, with ailerons lightened by shortening and with a longer fuselage. First flown 20 March 1955.
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The flaps and ailerons are actuated by torque tubes, rather than cables. The landing gear is mounted to the fuselage/wing junction, but has a wide wheelbase, giving it a "spraddle- legged" appearance on the ground.
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The laminar-flow, two-spar, wing was mounted in the middle of the fuselage. It was equipped with slotted flaps and ailerons and had a modest 3° 30' dihedral. The horizontal stabilizers had 5° of dihedral.
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The Fokker D.IV had a more powerful Mercedes D.III engine, and the first Fokker front-line design to use ailerons in place of wing warping from the start for roll control.Wagner and Nowarra 1971, p. 63.
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Nieuport-Delage NiD.29 fighter side view The NiD.29 was an equal-span biplane with ailerons on both upper and lower wings. It had a fixed tailskid landing gear, a nose-mounted engine and a single open cockpit for the pilot. The prototype NiD 29 was evaluated by the French Air Force in July 1918 and a pre- production batch was ordered on 21 August 1918. It was powered by a Hispano- Suiza 8Fb engine piston engine, it performed well in test but could not achieve the required ceiling. The second prototype was modified with an increased wingspan and on achieving the required ceiling it was ordered into production in 1920, becoming the fastest service fighter in the world at that time. Production aircraft did not have ailerons on the upper wing and the lower wing ailerons were increased in size.
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The D17 featured a lengthened fuselage that improved the aircraft's handling characteristics by increasing control leverage, and the ailerons were relocated to the upper wings, eliminating interference with the flaps. Braking was improved with a foot-operated brake linked to the rudder pedals. Between April 1936 through May 1940 there were six Model 17 fatal accidents involving midair breakups that were attributed to weather conditions and structural failures, later determined to be caused by flutter of the ailerons and wings. The CAA Bureau of Safety Regulation initially issued an edict to restrict maximum airspeed and instrument flight, which was later replaced by a safety bulletin requiring lead balance weights to be added to the ailerons and flaps, and plywood panels to the outboard portion of the wings to increase torsional stiffness of the wing tip section.
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Angelucci 1973, p. 41. The JN-2 was an equal-span biplane with ailerons controlled by a shoulder yoke in the aft cockpit.Bowers 1966, p. 7. It was deficient in performance, particularly climbing, because of excessive weight.
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294 The top wing was of larger span than the lower ones; the middle and top wings carried ailerons. Span decreased from 65 ft 6 in to 58 ft 6 in between the top and lower wings.
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The wing employs a Wainfan 16% symmetrical airfoil and has a wing area of . The wing has almost full-span ailerons and no flaps. Other features include a wide cockpit. The DR-109 can accept engines of .
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The span wing is made from aluminum sheet and features Junkers-style ailerons. The wings can be folded for ground transportation or storage. Standard engines available are the Verner 133M and the Rotax 912UL four-stroke powerplant.
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Ailerons were designed as a piano hinge attached near the upper surface, so the upper surface incorporates the leading edge radius, so that the upper surface maintains smooth flow. This design maximizes weight efficiency and construction ease.
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Rock Reef Publishing House The wing was later redesigned to include tip-ailerons, extending the wingspan to . The aircraft achieved a very low empty weight for its size of and a matching low wing loading as well.
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The control system is conventional three-axis, with half-span ailerons. The main landing gear is sprung steel and the nosewheel incorporates steering. There is a small tail caster to protect the tail. Brakes are optionally available.
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A further development was the D.III which had balanced ailerons on both wings and a more powerful Hiero 6 in-line engine. The last of 158 aircraft of all three types was delivered on 4 November 1918.
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Rear view of a reproduction DH.2 The Airco DH.2 was a compact two-bay pusher biplane fighter aircraft. It had a wooden airframe, which was wire-braced and covered by fabric across most areas, except for the nacelle nose and upper decking. Both the upper and lower wings had ailerons fitted; the upper ailerons were spring-loaded to automatically return them to a neutral position when the controls were centred. The upper part of the nacelle was cut away so that a machine gun could be positioned there.
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The wing had an "elliptical" shape rather like that of the later Spitfire but with a straighter leading edge. Differential ailerons extended from mid span to the tips; because they continued the trailing edge curvature and their hinge had to be straight though strongly forward swept, the chord of these ailerons initially increased outwards, decreasing rapidly to the tips. The fuselage was based on four spruce longerons, flat sided and plywood covered. Behind the cockpit was a rounded decking, the depth of which depended on whether the seating was open or closed.
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Contemporary technical description with photographs and drawings. The Atlantic had several features which fitted it for the crossing attempt. Like the Bourges, it handled well and could be trimmed to fly almost hands off, with only minor rudder nudges to hold direction. It was even possible, with the use of a cockpit lever to lock the elevators and ailerons and at the same time transfer rudder control to the wheel that normally operated the ailerons. Its cruising speed of 116 mph (187 km/h) was considerably higher than its competitors.
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The structure, which features a fail-safe design, is constructed using the same bonding techniques previously pioneered for the F27. The F28 was equipped with wings that had a slight crescent angle of sweep. It uses conventional box construction, being built in two pieces separately spliced onto the fuselage. The wing was furnished with ailerons positioned near the tips, along with simplistic flaps that would be supplemented by the ailerons during landing approaches; all of the flight control surfaces were actuated via duplicated cabling and (except for the rudder) aerodynamically balanced.
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There were no flaps, but Göppingen-type spoilers, placed immediately behind the spars at 38% chord and one-third span, opened both above and below the wing. Immediately outboard of the spoilers split, mass- balanced, differential, fabric-covered ailerons filled the rest of the trailing edges. Unusually, the inner ailerons deflected more than the outer to more equally distribute the loads. The Béke's fuselage was a light-alloy monocoque with an elliptical cross-section, formed with light alloy frames and longerons and skinned with 800 µm thick duralumin sheet.
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312 in) LMG 08/15 machine guns were fitted to the floor of the cockpit for ground targets. One 7.92 mm (.312 in) Parabellum MG14 machine gun was on a rotable mounting. Aircraft fitted with ailerons on the lower wing as well as the upper wing were designated AEG J.Ia. An improved version of the J.I was developed as the AEG J.II, which had aerodynamically balanced ailerons with overhanging horn balances, extended rear fuselage with a larger fin to improve directional stability and a re-located aileron link strut.
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The UTVA-60 is an all-metal, four-place, strut-braced high-wing monoplane. It is fitted with a fixed conventional undercarriage which uses cantilevered steel tube struts. Trailing-edge wing flaps are linked to the ailerons, drooping the ailerons when the flaps are lowered to reduce landing speed, while the agricultural version's wing was fitted with slots. The UTVA-60 was used as the basis for the UTVA-65, a specialised agricultural aircraft, which used the wings, undercarriage and tail of the UTVA-60, but with a low-mounted wing.
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The conventional tail unit incorporated a variable incidence tailplane with rudder and elevators all with trim tabs and servo tabs. Hydraulically actuated ailerons operated in conjunction with upper surface spoilers inboard of the ailerons and forward of the outer flap segment. All powered controls were also to be provided with manual cable- operated backups. The tricycle landing gear consisted of hydraulically retracting nose and main gears with twin wheels and brakes on the mainwheels, with the nose gear retracting into the nose of the aircraft and the main legs retracting into extended inboard engine nacelles.
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At the end of 1908, the Voisin brothers sold an aircraft ordered by Henri Farman to J. T. C. Moore-Brabazon. Angered, Farman built his own aircraft, adapting the Voisin design by adding ailerons. Following further modifications to the tail surfaces and ailerons, the Farman III became the most popular aeroplane sold between 1909 and 1911, and was widely imitated. In Britain the American expatriate Samuel Cody flew an aircraft similar in layout to the Wright flyer in 1908, incorporating a tailplane as well as a large front elevator.
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Ailerons filled much of the outer sections and airbrakes, operating in pairs above and below the wings, were mounted on the main spar in the inboard section. The structure of the wing, like that of the rest of the aircraft was wooden, built around a main spar and a lighter rear spar and Gaboon ply covered from this rear spar forward. Behind this spar the wing was fabric covered, though the ailerons were ply skinned. The fuselage was a semi- monocoque, elliptical in cross section and built around spruce frames with a plywood skin.
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The Handasyde Aircraft Co. had no manufacturing capability, so the aircraft was built by Louis Blériot's Air Navigation and Engineering Company (ANEC) of Addlestone, Surrey. It was an all-wood aircraft with a thick, high, cantilever wing with a slight straight taper and square tips. The unusual obtuse triangular ailerons reached to the wingtips, where they had their greatest chord. Control of the ailerons was also unusual; their control wires did not go to the base of the control column but instead ran into the cockpit, where the pilot worked them with his left hand.
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Several of the reproduction planes built for the film Those Magnificent Men in Their Flying Machines used the wing warping control systems of the original aircraft – with mixed results. The wing warping of the Avro Triplane proved surprisingly successful, whereas on the reproduction Antoinette, with its very flexible wing, wing warping offered little effective lateral control. Since the original Antoinette-style ailerons would have probably been even less effective, unobtrusive "modern" ailerons were inserted – even with these, lateral control remained very poor.Wheeler, Allen H. Building Aeroplanes for "Those Magnificent Men.".
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Illustration of a Frise aileron Frise ailerons are designed so that when up aileron is applied, some of the forward edge of the aileron will protrude downward into the airflow, causing increased drag on this (down-going) wing. This will counter the drag produced by the other aileron, thus reducing adverse yaw. Unfortunately, as well as reducing adverse yaw, Frise ailerons will increase the overall drag of the aircraft much more than applying rudder correction. Therefore, they are less popular in aircraft where minimizing drag is important (e.g.
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Constructed almost entirely from glassfibre using epoxy resin, the SZD-49 had a welded steel tube centre-section truss to accept the loads from the wings, undercarriage and towing hook. A one-piece forward-opening canopy with integral glare-shield gave access to the cockpit for entry/egress and maintenance. The wings are fitted with full-span flaps with drooping ailerons as well as single-leaf airbrakes extending from top and bottom surfaces of the wing. Ailerons are driven through a patented linkage entirely enclosed inside the wing.
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The wing had constant chord and only slightly rounded tips, the latter built out of papier-mâché. It carried a pair of narrow ailerons, inboard of which were wing-folding boxes, hinged sections of the trailing edge which could be lifted up to allow the wings to fold backwards against the fuselage. All four spars were identical and the pairs of ailerons and wingboxes were interchangeable to keep the costs of spares low. Pairs of V-shaped lift struts ran from the lower fuselage longerons to the two wing spars.
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The pilot rolls by increasing the lift on one wing and decreasing it on the other. This changes the bank angle. The ailerons are the primary control of bank. The rudder also has a secondary effect on bank.
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Ailerons and slotted flaps were fitted. It had a strut braced tailplane, set slightly above the fuselage top on a short pylon. The tailplane carried almost rectangular endplate fins and rudders. The tail structure was wooden with fabric covering.
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The Demon-1 is a single place, conventional landing gear equipped biplane, development of which was started in 2004. The aircraft features nearly full span ailerons. The aircraft is designed to fit on a trailer for transportation between airshows.
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The Acroduster has shorter span and length, has larger ailerons than the Starduster Too, and has a stronger tail. The aircraft is constructed with fabric covered 4130 steel tube structure and spruce wing spars. Ribs are plywood with cap strips.
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Flight characteristics with the rotating wing-tip panels were not as expected so a conventional vertical fin on an extended rear fuselage, and ailerons constructed from fabric-covered Duralumin on the outer wing trailing edges, were added after initial flights.
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Later drawings show shorter and broader surfaces with curved trailing edges protruding beyond that of the wing. Abbott-Baynes advertisements from mid-1933 also show this modification. The one surviving Scud 2, the Slingsby built G-ALOT, has these ailerons.
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The prototype was tested with a new roll-control mechanism to replace ailerons using a small leading edge that extended and retracted outboard of the wing tips."Loening tests new type of flight control for airplanes." Automotive Industries, December 14, 1922.
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First flight 1938. About 300 built, mostly by Aero Ever Kft but also including 12 by the Transylvanian Aircraft Plant, Nagyvárad Oradea. ;R-07D Vöcsök: 1955-6 production of about 50 examples with Frise ailerons. In use into early 1960s.
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The Chief is a conventional landing gear-equipped, strut-braced, high wing aircraft. The wings are upturned. The elevators are hinged at angles in an attempt at developing a spin-resistant aircraft. The ailerons and elevators were interlinked for roll control.
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Typical trim tabs on ailerons, rudder and elevator. Aileron and rudder trim tabs are not very common on light training aircraft. The center console of a small airplane. The vertical black wheel with spherical bumps is the trim-tab control.
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Differential ailerons were fitted. The wing was a single piece wooden structure with two spars and plywood ribs, plywood skinned with canvas covering. It thickened continuously towards the centre where its depth increased rapidly to form part of the fuselage.
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Wooden construction braced biplane, conventional in layout. A fuselage was semi-monocoque, elliptical in cross- section, plywood-covered. Rectangular two-spar wings, covered with canvas and plywood (in front), of equal span, slightly staggered. Ailerons on both wings, joined with struts.
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In October, Fokker began delivering the Dr.I to squadrons within Richthofen's Jagdgeschwader I. Compared with the Albatros and Pfalz fighters, the Dr.I offered exceptional maneuverability. Though the ailerons were not very effective, the rudder and elevator controls were light and powerful.
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Fuel was held in wedge shaped tanks within the cowlings, their horizontal rear edges visible from behind. Each held . Both upper and lower wings carried ailerons, which were not balanced. The fuselage of the C.33 was rectangular in section.
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It was to prevent these effects that the aero-isoclinic wing was designed. In the Sherpa, the wing, which was used without a tailplane, was fitted with rotating tips comprising approximately one-fifth of the total wing area. Unlike pure wingtip ailerons, these surfaces were a bit more like "wingtip elevons", as they were rotated together (to act as elevators) or in opposition (when they acted as ailerons). They were hinged at about 30% chord and each carried, on the trailing edge, a small anti- balance tab, the fulcrum of which could be moved by means of an electric actuator.
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A further design of tailplane is the V-tail, so named because that instead of the standard inverted T or T-tail, there are two fins angled away from each other in a V. The control surfaces then act both as rudders and elevators, moving in the appropriate direction as needed. Roll is controlled by movable sections on the trailing edge of the wings called ailerons. The ailerons move in opposition to one another—one goes up as the other goes down. The difference in camber of the wing cause a difference in lift and thus a rolling movement.
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Overhung ailerons were used, their ends projecting outboard of the squared wing tips proper, acting as aerodynamic balances. The lower wing, which lacked ailerons, was both much shorter in span and smaller in chord. The early D.XII had a V-form interplane strut on each side; another strut leant out from each wing root to the upper rear spar, assisted ahead of it on each side by a short V-form pair linking the two spars to the upper fuselage longeron, acting as N-form cabane struts. The fuselage of the D.XII was flat sided and deep from nose to tail.
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Designed by Henry Farman and built at the Farman factory in Boulogne-Billancourt north of Paris, the HF.14 was an improved version of the HF.6. The two bay sesquiplane featured unstaggered wings with conventional interplane struts and a fuselage of wood and steel construction. The large ailerons were installed only on the upper wing and were interconnected, unlike some earlier Farman designs with single acting ailerons that hung down with the aircraft at rest. Using the same triangular empennage support structure as the HF.6, the new aircraft had a more streamlined horizontal stabilizer and an oval rudder.
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The Shadow's slightly tapered wings, which have down-turned wingtips and leading edges which droop towards the tip, consist of plywood leading edge D-section boxes, built onto mixed plywood and aluminium web shear structures with styrofoam formers. The rear of the wing is covered in polyester fabric. The wing carries Frise ailerons and three position flaps. The shorter span wings of the later Streak variants are built in the same way, but have no gap between the ailerons and flaps. The Shadow first flew in 1983, powered by a 53 hp (40 kW) Fuji EC44 Robin two-stroke engine.
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The outer trailing edges were formed by the ailerons and flaps, which were met by smooth wing tips which curved forward into the leading edge. The outer leading edge sections were installed in the shape of a curved "strip nosed" rib, which was positioned ahead of the main spar. Most of the interior ribs were not solid, with the exception of the ribs located between the rear main spar and the flaps and ailerons. These were of solid construction, though even they had lightening holes. Heinkel He 111 H-1 The control systems also had some innovations.
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Completely metal- skinned, the wing is built around a box spar within which the thickened skin is internally stiffened with span-wise stringers. The whole trailing edge carries control surfaces; the outer quarter with conventional ailerons, and the rest roughly equally divided between narrower inboard ailerons which droop together when the final inboard section of camber changing flaps are depressed through as much as 20° for low speed flight. These flaps can be raised by 11°, reducing the camber for high speed flight. Schempp-Hirth type airbrakes are fitted at mid-chord, just aft of the box spar at about one third span.
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In December 1928, the Curtiss Aeroplane & Motor Company purchased the Reid Aircraft Company and renamed it The Curtiss-Reid Aircraft Company. The new firm assumed control of the existing Rambler project and established a production line. A number of alterations were made to the production series including replacing the original ailerons with Frise-style ailerons, introducing an unbalanced rudder along with changes to the engine cowling, exhaust system and tailskid, and adding a head rest. Although it was intended principally for civilian use, the Royal Canadian Air Force (RCAF) evaluated the aircraft as a basic training aircraft.
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A difficulty with a thin, high aspect ratio wooden wing is that a very strong and therefore heavy spar is needed, with the result that the Spillo had the highest wing loading of any glider of its time. It used a single double box spar with thick laminated wood flanges and three vertical plywood webs. There were poplar ribs; the wing, including the ailerons was skinned with plywood, carefully smoothed and filled to follow accurately the NACA non-laminar flow airfoil. Upper surface hinged ailerons reached the wing tip and occupied about 36% of the span, though they were later slightly extended.
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A 1933-built Tiger Moth The takeoff is uneventful, and it has a reasonable rate of climb. However full power should not be maintained for more than a minute to avoid damaging the engine. The Tiger Moth's biplane design makes it strong, and it is fully aerobatic. However it has ailerons only on its bottom wing, which makes its rate of roll relatively slow for a biplane; and, as stated previously, the ailerons on a Tiger Moth normally operate with a heavy degree of designed-in differential operation (mostly deflecting up, hardly at all downwards) to avoid adverse yaw problems in normal flight.
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The Macchi C.200 was a modern all-metal cantilever low-wing monoplane, which was equipped with retractable landing gear and an enclosed cockpit. The fuselage was of semi- monocoque construction, with self-sealing fuel tanks under the pilot's seat, and in the centre section of the wing. The distinctive "hump" elevated the cockpit to provide the pilot with an unobstructed view over the engine. The wing had an advanced system whereby the hydraulically actuated flaps were interconnected with the ailerons, so that when the flaps were lowered the ailerons drooped as well.Cattaneo 1966, pp. 4–5.
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The airframe was of light alloy stressed skin construction with five spar wings covered with sheet aluminium alloy. Each fuselage pod carried a single M-88 engine in a long chord cowling, driving a three-bladed VISh-23D propeller, as well as a pilot/navigator cockpit and radio operator/gunner station in each of the extensively gazed tail-cones. The outer wings had slats, ailerons and 45deg Zap flaps, the raked tips also had small ailerons. The retractable undercarriage consisted of single main legs in the fuselage pods aft of the engines and a tail-wheel in the base of the fin.
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Narrow slotted control surfaces filled the whole trailing edge, each occupying about a third of the span; the outermost were conventional ailerons, followed by a second set of ailerons which drooped when the flaps on the inboard third of the wing were lowered. The Eolo had a pair of mid-chord airbrakes mounted just behind the wing spar, each with sixteen blades deployed above and below the wing surfaces. In the initial version there were inboard leading edge tanks that could hold of water ballast. The Eolo's fuselage was a wood framed, ply skinned semi-monocoque of elliptical cross-section.
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The number of channels (technically, servo channels) a plane has is normally determined by the number of mechanical servos that have been installed, with a few exceptions, such as the aileron servos, where two servos can operate via a single channel using a Y harness (with one of the two servos rotating in the opposite direction). On smaller models, usually one servo per control surface (or set of surfaces in the case of ailerons or a split elevator surface) is sufficient. Generally, for a plane to be considered fully functional, it must have four channels (elevator, rudder, throttle, and ailerons).
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Strongly tapered wings have a lift distribution which falls rapidly along the span, so the angle of incidence of the wings of the Cirrus initially increased along the span (wash-in), then decreased towards the tips (wash-out), producing a better approximation of the lift distribution to that of the aerodynamically ideal elliptical wing. The outer panels had ailerons along the whole of their trailing edges, and the inner section similarly carried flaps. The ailerons were of the differential type and were interconnected to the rudder to simplify yaw correction. Mid- chord spoilers were fitted on the centre section.
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Lower port wing internal structure Apart from the engine, the new Gipsy Moth was still a standard DH.60. Except for changes to accommodate the engine the fuselage remained the same as before, the exhaust still ran alongside the left side of the cockpits and the logo on the right side still read 'De Havilland Moth'. The fuel tank was still housed in the bulging airfoil that formed the centre section of the upper wing. The wings could still be folded alongside the fuselage and still had de Havilland's patented differential ailerons on the bottom mainplanes and no ailerons on the top ones.
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The Skylark 4 has a high wing with a single inner section of parallel chord extending out almost to mid span, followed by outer sections with taper on the trailing edges. Ailerons filled almost all of the outer sections and airbrakes, operating in pairs above and below the wings, are mounted on the main spar in the inboard section. The wing is wooden, built around a main spar of Spruce and a lighter rear spar and Gaboon ply covered from this rear spar forward. Behind this spar the wing was fabric covered, though the ailerons were ply skinned.
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The Ka 3 and its predecessor the Ka 1 were mostly sold as kits for home assembly. Apart from their fuselages the two types are very close in appearance, simplicity, weight and performance. They share a round tipped high wing with constant chord and no sweep, mounted with 2.5° of dihedral and braced with a single lift strut on each side from the lower fuselage to the wing at about one third span. Plain, constant-chord ailerons reach almost from the tips to about mid span and upper wing spoilers are placed at mid chord, inboard of the ailerons.
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Hudson Motor Car Co. factory in Detroit, circa 1930-1945 As ordered by the Federal government, Hudson ceased auto production from 1942 until 1945 in order to manufacture material during World War II, including aircraft parts and naval engines, and anti-aircraft guns. The Hudson "Invader" engine powered many of the landing craft used on the D-Day invasion of Normandy, June 6, 1944. During World War II Hudson had also an aircraft division which produced ailerons for one large eastern airplane builder. The plant was capable of large scale production of wings and ailerons as well as other airplane parts.
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By early 1942, it was evident that Spitfires powered by the new two-stage supercharged Griffon 61 engine would need a much stronger airframe and wings. The proposed new design was called the Mk 21, which at first displayed poor flight qualities that damaged the excellent Spitfire reputation. The wings were redesigned with a new structure and thicker-gauge light alloy skinning. The new wing was torsionally 47 per cent stiffer, allowing an increased theoretical aileron reversal speed of . The ailerons were 5 per cent larger and the Frise balanced type were dispensed with, the ailerons being attached by continuous piano-hinges.
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The result of their efforts, the Slingsby Type 9 King Kite, emerged as a cantilevered gull wing sailplane with wooden structure covered by plywood throughout, except for fabric covered ailerons, tailpane, elevators and rudder. A large comfortable cockpit housed the pilot under a canopy built up from single curved pieces of plexiglas. To ensure full aileron control at high speed it was necessary to build a stiff wing with ribs at half the normal spacing with a deep laminated timber main spar. The trailing edges of the wings were taken up by landing flaps inboard of the gull joint and ailerons outboard.
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Many parts had to be redesigned when it was easier to redo the design, than to use the existing design to calculate the necessary strength margins. The most obvious change was a switch from four small conventional ailerons at the tips to two slotted nearly full-span ailerons on the lower wing. This improved low speed control dramatically, allowing lateral control even after the aircraft had stalled - a novelty among American aircraft at the time, and a recurring advertising theme. The second change was the incorporation of a Phylax fire suppression system capable of putting almost any fire out in flight.
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Importantly, it differed from the earlier Voisin aircraft in having provision for lateral control in the form of ailerons, which allowed Voisin to dispense with the "side-curtains" between the wings characteristic of his earlier aircraft. Rougier's aircraft had biplane mid-gap ailerons mounted on the front outer pair of interplane struts. The undercarriage consisted of a pair of mainwheels under the wings, a large nosewheel carried between a pair of inverted V-struts under the front of the nacelle and a small tailwheel mounted on the bottom of the fin. It was powered by a 50 hp E.N.V. water-cooled V8.
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Most fall into one of two categories: horn balanced, with small extensions of the control surfaces ahead of the hinge lines at their tips, or inset balanced with extension(s) of the control surface into cut-outs in their supporting fixed surface. Frise ailerons use a variant of the latter balance, with the nose of the up-going surface projecting below the wing, but not vice versa, to provide both balancing and asymmetric drag. Irving balanced ailerons have no projections but harness the aileron deflection induced change of pressure above and below the wing, sensed via the hinge gap, to assist the motion.
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5–7) of his aileron system were provided on the patent's attached drawing sheet, and on page 19 his explanation of the drawings reads (page 19, from line 22): Nowhere in the patent is there a description of mounting the ailerons on the trailing edges of the airplane's wings, where they would have induced adverse yaw, but only "... on arms projecting from the vessel laterally". Indeed, the first ailerons used by Robert Esnault-Pelterie in 1904 were mounted inter-wing, not on the trailing edges of the glider's wings where they would have created unequal aileron drag.
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Constructor at the D.1 Cykacz aircraft Jerzy Dąbrowski's first aircraft design, produced early in 1924 while he was a student at the Warsaw Technical University, was an unusually clean biplane with an entirely wooden structure. Its one-piece wings were built around two spars and had plywood covered leading edges, with fabric covering elsewhere. The leading edges were straight and unswept out to semi- elliptical tips and the inboard part of the wings had parallel chord inboard but tapered outboard. These outboard regions carried tapered ailerons, though only on the upper wing; ailerons apart, the upper and lower wings were identical.
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In an apparent oversight by the U.S. Patent Office, the Wright brothers, on their second attempt, obtained a patent in 1906, not for the invention of an airplane (which had already existed for a number of decades in the form of gliders) but for the invention of a system of aerodynamic control that manipulated a flying machine's surfaces, including lateral flight control. They did so despite rudders, elevators and ailerons having been invented long before their efforts began, and then aggressively sued other aircraft builders worldwide for failure to pay them licensing royalties on the basis of the lateral flight control described in their expansive 1906 patent. Irrespective of such controversies it was Boulton, indisputably, who was the first to patent ailerons in 1868. The ailerons used by Esnault-Pelterie in 1904 followed Boulton's concept, although it is unknown whether he had studied the 1868 work, or if he had reinvented them independently.
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At the tips the leading edges were rounded off. Its simple wooden ailerons were quite short, filling only about 25% of the span. To keep the wing structure simple there were no flaps or airbrakes. The wing was mounted with 1.5° of dihedral.
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Its span wing is supported by V-struts with jury struts. The wing features half-span ailerons. The tail is a strut-braced cruciform tail. The fuselage consists of an aluminum keel tube that runs from the nose wheel to the tail.
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The wing plan was straight edge and square tipped, with most of the taper on the trailing edge, its whole span occupied by ailerons and flaps which could be lowered together. The wing had a duralumin structure with a riveted metal skin.
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The wings on the Executive fold aft and upward. Fuel tanks are embedded in the non-folding wing roots. The fuselage is welded steel tube with fabric covering. The ailerons are mounted in the center of the wing rather than the tips.
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He 177 A-3 Suzy of 2./KG 100, 1944. Note the flaps cover the entire trailing edge. The He 177 had Fowler- type extensible trailing edge flaps, which covered the trailing edge of the wing, including those portions covered by ailerons.
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The cockpit fairing is made from fiberglass. Its span wing is supported by "V" lift struts and jury struts and features elliptical winglets. The controls are conventional and feature full-span ailerons. The landing gear has bungee suspension and optional main wheel fairings.
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For twin-engined aircraft, manufacturers claim that VGs reduce single-engine control speed (Vmca), increase zero fuel and gross weight, improve the effectiveness of ailerons and rudder, provide a smoother ride in turbulence and make the aircraft a more stable instrument platform.
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Aileron and flaps are piano-hinged to the bottom skin. The elevator trim is located in a centre box between the seats. Aileron and flaps are piano-hinged to the bottom skin. Ailerons are mass-balanced and push-pull controlled, having differential displacement.
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The FAA certification officially calls it the GT500. The GT500 is constructed from aluminium tubing, which is bolted together. The aircraft is covered in pre-sewn Dacron envelopes, with the forward fuselage made from fiberglass. The wing features half-span ailerons and half-span flaps.
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There is constant dihedral across the whole span. The ailerons are on the outer panels, with airbrakes on the trailing edges of the outer centre section. The wing is built around a single wooden spar, with wooden ribs and 2.3 mm (0.1 in) plywood skin.
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The cockpit was open. A combination of a single, short, fuselage-mounted skid and integral tail bumper served as an undercarriage. The Cambridge first flew on 1 December 1935. A second aircraft, known as the Cambridge 2, was a little lighter and had larger ailerons.
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The first Hydroplum was designed, built and test flown by Claude Tisserand during 1983. It has a wooden, fabric covered structure. The rectangular plan wing has a single spar and 2.8° of dihedral. It has no ailerons, roll instead being controlled by 40% span spoilers.
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The UL version has upturned tips and the LSA short chord winglets. Four position split flaps fill the trailing edges inboard of the ailerons. The port aileron has a flight adjustable trim tab. The tail surfaces are also straight-tapered; fin and rudder are swept.
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It was flown to Sydney, Australia arriving on 13 March 1930, it was then shipped to New Zealand. In 1930 an improved version, the Desoutter II was produced. It had a de Havilland Gipsy III engine, redesigned ailerons and tail surfaces and wheel brakes.
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All flying surfaces are covered in doped aircraft fabric. The very first Pelicans had wire-bracing for the wing and spoilers for roll control. These were replaced with strut-bracing and one-third span ailerons. The enclosed cabin, designed for Quebec winters included Lexan doors.
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Levy 1986, p.56 Neither the upper nor lower wings have any dihedral, and ailerons are fitted to all four wings. The fuselage is built from welded steel tubing with wooden stringers and formers to give it shape,Levy 1986, p.57Burnett 1979, p.
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The remainder of the aircraft was of wood construction and the entire aircraft was fabric covered. Ailerons and flaps, the latter being an unusual feature in aircraft of that time, were fitted to each of the equal span wings and were also interconnected by struts.
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Their weight is 25% of that of the whole aircraft. The wing ahead of this spar, positioned at 30% chord, forms a plywood covered torsion box. Behind it, the wing is fabric covered. Ailerons, divided to allow for wing flexure, fill the tapered trailing edges.
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In the Cobra Roll, the aircraft initiates the Cobra but instead of returning to level flight, the aircraft uses its ailerons and rudder to initiate a barrel roll at the peak of the initial nose climb which ends the maneuver with a barrel roll.
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All the main flight controls were originally metal structures with fabric covering. Designers and pilots felt that having ailerons which required a degree of effort to move at high speed would avoid unintended aileron reversal, throwing the aircraft around and potentially pulling the wings off.
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There were no ailerons. Both forward and rear wings were essentially rectangular, apart from slightly tapered and turned-up tips. The rear wing was mounted on top of the upper longerons. The fuselage of the GL.03 was flat sided, with rounded upper decking.
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Wings were of traditional construction and covered by fabric. Ailerons were of a tapered design with corrugated aluminum covering. The Pratt & Whitney R-1340 nine-cylinder radial engine was uncowled and sported prominent cooling fairings behind each cylinder which were later removed in service.
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This model introduced a fixed seat, steerable nose wheel and brakes. Empty weight , gross weight . Very similar to the Eipper Quicksilver MX. ;Wizard J-3 Magnum :Three axis control version with elevator, rudder and ailerons. Standard powerplant supplied was the Kawasaki 440 snowmobile engine producing .
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Its span wing employs ailerons on the lower wing only. The aircraft can use engines from . The Rotax 912UL, the Jabiru 2200 and the Limbach L2000 Volkswagen air-cooled engine have been fitted, along with automotive conversions such as the Nissan 1.2 litre engine.
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The two-spar wings were covered in plywood and fabric and had a Clark Y profile. Internal bracing wires were fitted to reinforce the wings. The control surfaces were framed in duralumin, but covered in fabric. It was provided with differential Frise-type ailerons.
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There were no survivors among the 83 passengers and crew. Subsequent investigations indicate that the crash probably resulted from a malfunctioning attitude indicator, a fault in the starboard ailerons, or both. Poor weather conditions and crew fatigue were also cited as possible contributing factors.
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The wing was tapered in planform and was built around two spars, though there were two variants of the internal wing structure. The first three aircraft, type L20 A1, had wings stiffened against torsion by internal wire bracing but later aircraft, type L20 B1, used a torsion box formed by plywood skin ahead of the rear spar. Like the later version of the L15, the L20 used a combination of conventional ailerons and unusual wingtip flaps, rotating about an axis well ahead of mid-chord. The ailerons were directly controlled from the cockpit as normal and the tip flaps were linked to them with external rods and cranks.
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The excessive g force damaged the ailerons, rudder, and other control surfaces. The aircraft continued turning to the right despite the crews attempts to adjust the ailerons. In just eight seconds the flight rolled from a heading of 165° to 205°. The aircraft entered a right bank of 10-30° Il-18 flew at a heading 102° towards the airport, to which the pilots attempted to correct; The pilots tried to gain altitude, but at 23:17:44, flying at a speed of 285 km/h at a heading of 216° and with a left bank of 5-8°, the aircraft hit the ground, damaging a railroad.
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The circular nose radiator incorporated vertical Venetian-style blinds as a means of regulating the temperature of the engine. The upper wing was a single-piece structure, featuring hollow box-section short spars which connected with linen-bandaged scarf joints, Andrews claims that long runs of spruce were difficult to obtain. The ribs consisted of plywood webs and spruce capping strips, which were internally braced with piano wire. The upper wing was provisioned with ailerons, which were actuated by the pilot via a series of tubular pushrods which ran vertical directly beneath the ailerons, with external, 90º bellcranks exposed above the lower wing panels' top fabric covering.
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The variable-incidence tailplane is hydraulically actuated and was directly linked to the elevators to vary the tail unit's effective camber. The ailerons were able to droop, providing a full-span jet flap. The H.126 was powered by a single Bristol Orpheus turbojet engine. All engine thrust was ducted through to a vertical distribution manifold, the top of which featured three ducts on each side leading into the wing to reach a total of eight fishtails, from which exhaust would be directed over the full span of both the flaps and ailerons; one of the wing ducts also supplies the roll-jet nozzle at the wing tip.
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Data from: Romanian Aeronautical Constructions 1905-1974 ;IS-3:Original prototype with high-set span wings on a pod and boom fuselage, with two part differential ailerons and non-speed-limiting airbrakes/spoilers. ;IS-3a:A revised IS-3 with wings lowered to the mid position and tailboom also lowered. The IS-3a wings were similar to the plywood D-box and fabric covered aft section of the IS-3 but incorporated flaps with two part differential ailerons and non-speed-limiting airbrakes/spoilers. ;IS-3b:The IS-3b was essentially identical to the IS-3a with the exception of having no flaps and having plywood skinned wings throughout.
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The Hatz Classic is a development of the Hatz CB-1. The major differences from the CB-1 are that the fuselage is more rounded, it mounts a larger engine, it uses push-pull tubes instead of control cables for the ailerons and elevators and it has aluminum ailerons. As well the seats are relocated in the fuselage and reclined to provide more leg room and comfort for the occupants. The resulting aircraft features a strut-braced biplane layout, two-seats-in-tandem accommodation in separate open cockpits with individual windshields, fixed conventional landing gear with wheel pants and a single engine in tractor configuration.
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The slightly staggered wings were built around solid spruce spars, with spruce and plywood warren truss type ribs. The wings were braced with cables. The ailerons and the entire empennage were also built from chromium-molybdenum alloy steel tubing, and all controls were actuated through pushrods and bellcranks, with no cables or pulleys used. The ailerons on the prototype were conventional, however on production variants, they extended across nearly the full span on the lower wings only, and had a slot that allowed air to flow over the aileron at low airspeeds and high angles of attack, which helped ensure lateral control even after the wings had stalled.
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The rudder, and to a certain extent the ailerons via the use of bank angle, are the only aerodynamic controls available to the pilot to counteract the asymmetrical thrust yawing moment. The higher the speed of the aircraft, the easier it is to counteract the yawing moment using the aircraft's controls. The minimum control speed is the airspeed below which the force the rudder or ailerons can apply to the aircraft is not large enough to counteract the asymmetrical thrust at a maximum power setting. Above this speed it should be possible to maintain control of the aircraft and maintain straight flight with asymmetrical thrust.
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Initially, two external stiffening plates were screwed onto the outer fuselage on each side, and later the entire structure was reinforced. The entire wing was redesigned, the most obvious change being the new quasi-elliptical wingtips, and the slight reduction of the aerodynamic area to 16.05 m² (172.76 ft²). Other features of the redesigned wings included new leading edge slats, which were slightly shorter but had a slightly increased chord; and new rounded, removable wingtips which changed the planview of the wings and increased the span slightly over that of the E-series. Frise-type ailerons replaced the plain ailerons of the previous models.
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Design features included double-slotted trailing-edge flaps and "flaperons" (ailerons that act in unison with the flaps) to boost STOL performance. Compared with the later Series 200s and 300s, the 100s are distinguishable by their shorter noses, thinner propellers, and smaller exhaust ports on the engines.
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The wing carries full span flaperons, later replaced with conventional ailerons and flaps. It has a horn- balanced rudder. The cabin seats two in side-by-side configuration. Its tricycle landing gear has cantilever spring main legs and a cantilever nose leg, with wheels in fairings.
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No longer in production. ;PZL-104 Draco Turbine Wilga :Highly modified Wilga 2000, created and built by Mike Patey. Patey attached a Pratt & Whitney PT6A-28 turboprop engine, modified the wings, ailerons, flaps, rudder, elevator, and landing gear. Aircraft commonly known to the flying community as "Draco".
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1 built. Built in the Darmstadt school fashion, the D-17 introduced automatic connection for the ailerons when rigging the glider. The D-17 was later taken to the United States (US) for an expedition in 1928. Hesselbach had a bad take-off, damaging the glider.
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The Sport had a lightweight welded steel construction fuselage. The wings employed two solid wood spars each, with spruce leading edges. All structures were fabric covered. Only the lower wing had ailerons and only they were mounted with a moderate upward angle (dihedral); a typical arrangement.
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The aircraft features interplane struts, inverted "V" cabane struts, four ailerons and a semi-symmetrical airfoil. Like the original FP-404 upon which it is based, the Classic has no flaps. The Classic's main landing gear is bungee suspended. Cockpit access is via the lower wing.
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The Kawasaki design had sesquiplane (unequal-span) wings, braced by struts, and with upper-wing ailerons. The structure was of all-metal construction, which was then fabric-covered. Armament consisted of two 7.7 mm (.303 in) Type 89 machine guns, synchronized to fire through the propeller.
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Newby-Gonzalez, Tori: Kit Aircraft Directory 2004, Kitplanes, Volume 20, Number 12, December 2003, page 81. Aviation Publishing Group. ;Pelican Sport :Development of the PL with a new longer span wing and a higher lift airfoil, introduced in 1998. Wing includes an STOL kit with drooping ailerons.
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First flown in 1960, the S-1 is currently available as a plans-built aircraft from Steen Aero Lab.Taylor 1976, p. 527."1999 Plans Aircraft Directory" 1999, p. 69. ;S-1D :Amateur-built S-1C with ailerons on all four wings, generally similar to S-1S.
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Taylor 1982, p. 187. ;S-1E :Amateur-built S-1C using factory- produced kits. Uses symmetrical airfoil. ;S-1S :Aerotek-built certified S-1C for competition aerobatics, round airfoil section, four ailerons, and powered by a 180 hp (134 kW) Lycoming AEIO-360-B4A; 61 built.
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AIBN: 54 Most of the fuselage was destroyed in the fire. Exceptions included the nose and the underside of the cockpit. The tips of the wings and ailerons were nearly undamaged. The front wing spar was sufficiently intact that it was able to keep the wings together.
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The guns fired through the tape, so they were no longer sealed after combat. Towards the end of 1940, the fabric covered ailerons were replaced by ones covered in light alloy. The A-type wing was only compatible with the 8 × .303 Browning machine gun armament suite.
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The wings are wooden and equipped with Junkers style ailerons. Its span wing has an area of . The standard engine available is the Rotax 503 two-stroke powerplant, although the Rotax 447 has also been used. The aircraft can be flown without the canopy fitted, if desired.
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Its semi-modular design was easy to maintain in the field. It lacked innovations such as boosted ailerons or automatic leading edge slats, but its strong structure included a five-spar wing, which enabled P-40s to pull high-G turns and survive some midair collisions.
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The report said that the YuF engine was required more work before it was ready for production, the aircraft had problems with longitudinal stability, excessive stick forces from the ailerons and elevators, and the undercarriage was troublesome. Lavochkin consequently canceled the program.Gordon 2002, pp. 113–114.
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Idflieg convened a Sturzkommission (crash commission) which concluded that poor construction and lack of waterproofing had allowed moisture to damage the wing structure.Weyl 1965, pp. 233–234. This caused the wing ribs to disintegrate and the ailerons to break away in flight.Weyl 1965, pp. 233–234.
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Both the cockpit voice recorder (CVR) and flight data recorder (FDR) were recovered and used for the investigation. Due to the limited parameters recorded by the FDR, investigators did not have access to the position of the flight-control surfaces (rudder, ailerons, elevator, etc.) for the accident.
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Each wing also features a five-section leading edge slat, a two-section flap and an aileron. The flaps are mounted by steel sliders and rollers, attached to brackets on the rear spar. The trapezoidal ailerons are near the wingtips.Gordon and Dawes 2004, pp. 79–82.
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It had a conventional landing gear, while ailerons were fitted to all four wings.Bruce 1957, p. 293. It had two separate cockpits, with the pilot sitting in the rear one. The front cockpit could carry a single passenger, who was not provided with any flying controls.
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The pilot of the upper Anson found that he was able to control the interlocked aircraft with his ailerons and flaps, and made an emergency landing in a nearby paddock. All four crewmen survived the incident, and the upper Anson was repaired and returned to flight service.
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Seafang Mark 31 VG474 was used as a development aircraft for the Supermarine Attacker including the fitment of power-operated ailerons and contra-rotating propellers. The Attacker was a jet-powered development of the Spiteful/Seafang design which used the Spiteful laminar-flow wing and landing gear.
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The Sport Parasol was introduced in 1991. The aircraft is conventional in construction, built predominantly from wood and riveted aluminum tubing, covered in doped aircraft fabric. The wings are double-surface, with half-span ailerons. The wings detach and the tailplane folds for trailer transport and storage.
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R-11b Cimbora in 2015, winch-launching The R-11 was a glider with a high, swept, strut-braced wing. The half-wings were built around two spars. Swept at 7.5°, they had constant chord out to rounded tips. Slotted ailerons occupied more than half the span.
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Prevented by patents from using the Wright Brothers' wing warping technique to provide lateral control, and with neither the Wrights nor himself likely to have known about its prior patenting in 1868 England, Curtiss did not use the June Bug's "wing- tip" aileron configuration, but instead used between-the-wing-panels "inter- plane" ailerons, instead, as directly derived from his earlier Curtiss No. 1 and Curtiss No. 2 pushers. In the end, this proved to be a superior solution. Both the interplane and trailing-edge ailerons on these early aircraft did not use a hand or foot-operated mechanism to operate them, but very much like the earlier Santos-Dumont 14-bis had adopted in November 1906, required the pilot to "lean-into" the turn to operate the ailerons — on the Curtiss pushers, a transverse-rocking, metal framework "shoulder cradle", hinged longitudinally on either side of the pilot's seat, achieved the connection between the pilot and aileron control cabling. Almost all Model Ds were constructed with a pusher configuration, with the propeller behind the pilot.
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The pilot operated a triangular elevator hinged to the tailing edge of the large tailplane, rhomboidal ailerons hinged from the trailing edges of the wingtips, and two triangular rudders above and below the tailplane. Delivered to Réné Demanest, the Antoinette V proved easy to fly and enjoyed some success.
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By the end of 1910, Edvard Rusjan was test flying over Zagreb. After Edvard Rusjan was killed in Beograd, in 1911, Novak worked with Joško Rusjan on the handful of versions of Rusjan's airplanes (now Merčep – Rusjan's), and essentially improved the controls for the pitch (elevators) and roll (ailerons).
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Construction consisted of a double pine wing spar structure, with lime tree ribs, and fabric covering. There were ailerons in both the upper and lower wings. The tail had a conventional design, with the horizontal stabilizers mounted on the fuselage upper edge. The rudder was placed behind the elevators.
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Structurally, the Śląsk was a wooden aircraft. Its high wing was rectangular in plan out to blunted tips and had constant thickness over the whole span. The wing had a two-part, wooden structure with twin spars and was fabric covered. Constant chord ailerons reached out to the tips.
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In plan they were straight edged, unswept and of constant chord and thickness. The lower wing had a slightly greater span. The wing tips were essentially square, except that the horn balances of the short span ailerons on both upper and lower wings projected beyond. There was no stagger.
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The internal space housed both the main undercarriage and a total of four fuel tanks without any bulges or fairings in the wing, while four spars provided for significant structural strength. The sizable horn-balanced ailerons and inboard elevators gave the Delta 2 a high level of manoeuvrability.
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Each wing has a single lift strut with a short auxiliary strut joining it near the wing. The wings carry GRP mass-balanced ailerons and three-position plain flaps.Tacke, Willi; Marino Boric; et al: World Directory of Light Aviation 2015-16, page 78. Flying Pages Europe SARL, 2015.
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The upper wing is swept back eight degrees. The lower wing has 2.5 degrees of dihedral with nearly full-length ailerons. The landing gear and wheel pants were sourced from a Cessna 140 tail-dragger. The production cost of the original Little Toot aircraft was 2,000 in 1958.
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Testing showed that the flap was so effective that the lift distribution along the wing changed radically, so a further modification was added to "droop" the ailerons along with the flaps. Testing continued for some time in this form, resulting in the "Arado traveling aileron" and "Arado landing flap".
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Avia B.422 photo from L'Aerophile May 1938 ;B.122:3 prototype machines with Walter Castor II engine, B-122.2 and .3 later modified to Ba.122 standard ;Ba.122:improved variant with ailerons on both wings and enlarged rudder, mostly with Avia RK-17 engine ;Ba.222:Ba.
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Four-aileron, single-seat, factory- built, symmetrical wing, symmetrical ailerons, constant speed two- or three- blade Hartzell propeller. The top wing was moved forward compared to the S-1S for weight and balance. This model was in production in 2008 from Aviat Aircraft as an "on-demand" manufacture product.
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Its span wing has four ailerons and has a combined wing area of . The lower wing is removable, allowing the aircraft to fly as an Aircamper parasol monoplane. The cabin width is . The acceptable power range is and the standard engine used is the Continental O-240 powerplant.
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Aft of the cockpit bulkhead, the ARV is conventionally built, with frames, longerons and a stressed skin forming a semi-monocoque. Skin sections are both glued and riveted. The aircraft has twin control sticks. Ailerons, elevators and flaps are pushrod-controlled, but the rudder and trim are cable-linked.
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The ailerons are short, leaving the rest of the trailing edge of each wing divided between two double slotted, three position flaps. Winglets were introduced in 2001 and modified to have straight (in plan) trailing edges from 2002. The MCR4S has a T-tail with an all-moving tailplane.
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Ailerons, which covered over half the span. were only fitted on the upper wing. Structurally the wings were wooden, with two spars and plywood-covered leading edges; elsewhere the covering was fabric. The wings were braced together on each side by a pair of parallel, outward-leaning interplane struts.
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Aviation Supplies & Academics, 1997. The pilot uses the yoke to control the attitude of the plane, usually in both pitch and roll. Rotating the control wheel controls the ailerons and the roll axis. Fore and aft movement of the control column controls the elevator and the pitch axis.
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The ASW 17 was designed by Gerhard Waibel, supposedly as a development of the Schleicher ASW 12, but was an entirely new design. The wing is in four sections. The camber-changing flaps are connected to the ailerons. It has Schempp-Hirth airbrakes plus an optional tail parachute.
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The German-built Daimler-engined machine had wings of much-increased span (from 38 ft/11.58 m to 57 ft/17.37 m) on the upper plane and a consequent increase in wing area of 30%. It also had a larger rudder and ailerons. It flew in July 1913.
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Over the next year, crews assembled the wings and tail to the fuselage. These were completed in time for the museum's opening on June 6, 2001. The control surfaces (flaps, ailerons, rudder, and elevators) were assembled later. The last piece was put into place on December 7, 2001.
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The hull is constructed from fibreglass and the wingtip floats are polyethylene. The remainder of the structure is anodized aluminium tubing, bolted together. Controls are conventional three-axis, with full span ailerons and no flaps. The company claims that the fast-build kit can be constructed in 90 hours.
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If your speed was up over 275, you could outroll [a Zero]. His big ailerons didn't have the strength to make high speed rolls... You could push things, too. Because ... [i]f you decided to go home, you could go home. He couldn't because you could outrun him.
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By 30 October, when Farman made a flight from Bouy to Reims, the first cross country flight in aviation history, ailerons had been added to his aircraft. Farman's last modification was to fit a third, shorter wing, in which form it became known as the Henry Farman Triplane.
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The taper increases slightly on the outer wing panels, where ply covered ailerons are hinged on the upper wing surfaces. Schempp-Hirth airbrakes are fitted inboard. Its fuselage is a ply shell formed around wooden bulkheads and stringers and again GRP is used for areas with double curvature.
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The fuselage and wings are of monocoque stressed skin construction. The wings include plain flaps and differential ailerons and are stressed to +4.4 and -2.2 g. The wings are removable by withdrawing three bolts. The control surfaces are made from aluminum tubing, are fabric covered and actuated by pushrods.
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The wing had two spars with two wing fences ranging the entire chord, with hydraulically operated ailerons and Fowler flaps. The air intake was at the nose and was centrally divided by a central web. At the rear, two-start rockets were mounted and also two air brakes.
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548 In the case of the CLA.4, the upper wing had a span of 80% of the lower and 83% of its chord. The wings were straight, unswept and of constant chord apart from at the rounded tips, with ailerons on the lower wings only. The CLA.
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Ailerons filled over half the trailing edges. Behind the engine the fuselage structure had a rectangular section. Apart from rounded decking, the ply covering was flat. There were two open cockpits in tandem, one between the wing bracing struts and the other just ahead of the trailing edge.
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The Kogenluft, however, forbade the use of Fokker aircraft for frontline duties.Leaman 2003, p. 23. Fokker built 210 D.III aircraft at its Schwerin factory before production ceased in the spring of 1917. Late production aircraft replaced the wing-warping system with horn-balanced ailerons on the upper wing.
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In the summer of 1916, Otto Timm developed his own Robinson-powered biplane at Grinnell with oversize ailerons for aerobatic demonstration flights. Timm would later found the O.W. Timm Aircraft Company. A Robinson radial engine built by the Dodge Tool company is currently on display at Grinnell College.
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Only the upper wing carried control surfaces, with a single leading edge slat over the whole span. Apart from a small centre section with a large cut-out to improve the visibility from the pilot's cockpit, the whole of the trailing edge was filled by flaps inboard and ailerons outboard. When the slats were opened by the pilot, ailerons and flaps were depressed but retained their normal functions with unchanged angular defection ranges. The Villier XXIV's fuselage was built around six longerons, positioned by glued formers, and plywood covered behind the nose where its Lorraine 12Eb Courlis water- cooled W-12 engine was under an aluminium cowling which followed the outlines of the three cylinder banks.
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The fuselage was fabric-covered welded chromium-molybdenum alloy steel tubes, faired with wooden battens and they had two open cockpits in tandem, with the forward cockpit carrying two passengers side-by-side. In common with the Fokker D.VII that they resembled, the rudder and ailerons of the first Travel Air biplanes had an overhanging "horns" to counterbalance the aerodynamic loads on the controls, helping to reduce control forces and making for a more responsive aircraft. These were the distinctive Travel Air "elephant ear" ailerons which lead to the airplane's popular nicknames of Old Elephant Ears and Wichita Fokker. Some subsequent models were offered without the counterbalance, providing a cleaner, more conventional appearance with less drag.
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Plywood skin forward around the nose of the wing forms a D-shaped torsion box ahead of the spar and there is fabric covering aft, including the ailerons. In plan the wing centre section has constant chord; there are airbrakes which open above the wing only, placed immediately aft of the spar and about two-thirds the way out along this section. The outer wing panels are tapered on both edges and have semi-elliptical tips; ailerons, hinged parallel to the trailing edge fill these panels spanwise. On each side a single, faired, metal wing bracing strut runs from the lower fuselage longeron to the wing spar at about half centre section span.
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The nose of a Macchi C.202D The Macchi C.202 Folgore was an Italian fighter aircraft, developed from the earlier C.200 Saetta; its principal difference was its use of an Italian-built version of the German Daimler-Benz DB 601Aa engine and the adoption of a revised streamlined fuselage. Both the wing and fuselage structures were of a conventional metal design, having a single vertical tail with two elevators, and a wing of relatively conventional design with two main spars and 23 ribs. The ailerons, elevators and rudder were metal structures with fabric covering. Apart from the ailerons, the entire trailing edge of the wing was dominated by a pair of all metal split flaps.
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A fellow B-47 test pilot, Major Russell E. Schleeh, proposed a second parachute, deployed while in the landing pattern, to permit a higher engine power setting during the approach. The prototype B-47's long, swept wing was prone to twisting during roll maneuvers which caused a dangerous behavior known as aileron reversal to occur at airspeeds lower than expected. Based on experience with earlier aircraft, Townsend proposed the use of spoiler ailerons on the B-47 to reduce this unwanted behavior. The use of spoiler ailerons to reduce wing twisting was first tested on the B-47, and although not used on production B-47s, became standard issue for lateral control on many later jets.
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Slots and slats are sometimes used just for the section in front of the ailerons, ensuring that when the rest of the wing stalls, the ailerons remain usable. The first slats were developed by Gustav Lachmann in 1918 and simultaneously by Handley-Page who received a patent in 1919. By the 1930s automatic slats had been developed, which opened or closed as needed according to the flight conditions. Typically they were operated by airflow pressure against the slat to close it, and small springs to open it at slower speeds when the dynamic pressure reduced, for example when the speed fell or the airflow reached a predetermined angle-of-attack on the wing.
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Curtiss had modified the Golden Flyer into the Reims Racer by adding a covered stabilizer unit at the canard position, increasing the wing size, modifying the interplane ailerons and replacing the 25 hp four cylinder inline Curtiss OX engine with a 63 hp Curtiss OX V8 that had been stripped down and specially lightened for the race. A new, lighter fuel tank was exchanged for the older, heavier one. A transverse-rocking, metal framework "shoulder cradle", hinged longitudinally on either side of the pilot's seat, achieved the connection between the pilot and aileron control cabling. This apparatus required the pilot to "lean-into" the turn to operate the ailerons and thus turn the aircraft in the same direction.
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In 1910 an improved model fitted with between-wing ailerons won the Michelin Cup competition, while Geoffrey de Havilland's second Farman- style aircraft had ailerons on the upper wing and became the Royal Aircraft Factory F.E.1. The Bristol Boxkite, a copy of the Farman III, was manufactured in quantity. In the USA Glenn Curtiss had flown first the AEA June Bug and then his Golden Flyer, which in 1910 achieved the first naval deck landing and takeoff. Meanwhile, the Wrights themselves had also been wrestling with the problem of achieving both stability and control, experimenting further with the foreplane before first adding a second small plane at the tail and then finally removing the foreplane altogether.
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The fuselage had flat sides aft of the wings and featured relatively short fairings either side of the circular engine cowling; towards the rear of the airframe, the fuselage tapered to the tail, which comprised a small fin and horn-balanced rudder arrangement. The equal-span single-bay wings were outfitted with atypically large ailerons on both the upper and lower mainplanes, a rubber bungee cord attached to the upper ailerons to return them to their standard position. At one early stage, it was known that the prototype was outfitted with a small hemispherical spinner. As the pilot was seated forward of the centre of gravity, the main fuel tank was necessarily behind the cockpit, below the oil tank.
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Montgomery patented this system of wing warping at precisely the same time as the Wrights,U.S. Patent #831,173 and was routinely requested during the middle of the Wright Brothers patent war to make the Montgomery patent available more broadly to other aviators for the specific purpose of avoiding the Wright Brothers' patent. New Zealander Richard Pearse may have made a powered flight in a monoplane that included small ailerons as early as 1902, but his claims are controversial (and sometimes inconsistent), and, even by his own reports, his aircraft were not well controlled. Robert Esnault-Pelterie, a Frenchman, built a Wright-style glider in 1904 that used ailerons in lieu of wing-warping.
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Conventional ailerons together with tail ruddervators provided full three-axis control, which although standard on conventional aircraft was unusual for ultralights at the time. The ailerons on the wing and ruddervators on the tail were interconnected so that turns were made with connected rudder and aileron by moving the stick to the side. Pitch control was via conventional fore-and-aft stick movement moving the ruddervators together as elevators. Kramer opted for two engines instead of one because he wanted to use two of the largest chainsaw motors to obtain the total of 11 hp (8.2 kW) which he deemed necessary to make his "powered glider" fly with performance that was acceptable to him.
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According to Mason, the controls of the Vampire were considered to be relatively light and sensitive, employing an effective elevator arrangement that enabled generous acceleration from relatively little control inputs along with highly balanced ailerons that could achieve high rates of roll. In comparison to the elevator and ailerons, the rudder required more vigorous actuation in order to achieve meaningful effect. Pilots converting from piston-engined types would find themselves having to adapt to the slower acceleration of turbojet engines and the corresponding need to moderate rapid throttle movements to avoid instigating a compressor stall. The Vampire had a relatively good power/weight ratio and was reputedly quite maneuverable within the 400-500MPH range.
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The aircraft employed an all-metal monocoque construction, comprising three sections with extensive use of 'Z-section' frames and 'L-section' longeron. The wing of the Beaufighter used a mid-wing cantilever all-metal monoplane arrangement, also constructed out of three sections. Structurally, the wing consisted of two spars with single-sheet webs and extruding flanges, completed with a stressed-skin covering, and featured metal-framed ailerons with fabric coverings along with hydraulically-actuated flaps located between the fuselage and the ailerons. Hydraulics were also used to retract the independent units of undercarriage, while the brakes were pneumatically-actuated. A Merlin-powered, Beaufighter night fighter Mark II of No. 255 Squadron RAF at RAF Hibaldstow, September 1941.
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The wing is shoulder mounted at 1.5° dihedral, with Schempp-Hirth airbrakes at mid-chord midway along the center section and ailerons on the outer panels. Both SB-8 built have camber flaps on the inboard wing panel and ailerons which are coupled to the flaps (flaperons) on the outboard panels. The fuselage of the SB-8 is built with a fibreglass skin, over a balsa shell, with balsa vertical frames and two pine plywood main formers in the region between the wings. The nose is pointed and slightly drooped, with a short, single piece, canopy just ahead of the wings, tapering gently aft to a straight tapered balsa/GRP T-tail unit.
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There were pairs of split flaps inboard of the fabric covered ailerons. The fixed surfaces of the tail unit were also aluminium alloy structures with stressed metal skin. The tailplane, set at the top of the fuselage, was strut-braced from below. Control surfaces were fabric covered, with trim tabs.
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The wing tips carry winglets and there are outboard ailerons, two position flaps and upper surface spoilers. The fuselage of the TST-13 is built from two half shells which incorporate the straight tapered fin. The fuselage tapers rearwards, producing an arched shape below. The tailplane carries a single piece elevator.
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The wings were wooden structures, fabric covered. The ailerons carried on both upper and lower wings had prominent tip balances. The RB-1 flew for the first time on 21 June 1921 from Curtiss Field, Long Island, piloted by Bert Acosta and William P. Sullivan. Its performance was considered acceptable.
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Composite materials allow aeroelastic tailoring, so that as the wing approaches the stall it twists as it bends, so as to reduce the angle of attack at the tips. This ensures that the stall occurs at the wing root, making it more predictable and allowing the ailerons to retain full control.
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The pilot and passengers were seated in tandem with an access door on each side hinging upward for entry and exit. The slotted ailerons could be drooped together to function as flaps.Green, 1965, p.70 It was initially flown with a single fin, but this was replaced with twin fins.
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In front of the ailerons there are small wing fences. The fuselage is semi- monocoque with an elliptical profile and a maximum width of . The air flow to the engine is regulated by an inlet cone in the air intake. On early model MiG-21s, the cone has three positions.
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The wings are braced to the lower fuselage with a pair of single lift struts. The ailerons are wood framed and fabric covered; spoilers are wooden. The fuselage is mainly built with wood, a semi-monocoque construction with steel tubes for wing attachments. The two seat cockpit has dual controls.
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There were ailerons on both upper and lower wings. The fuselage was flat sided with a rounded top, rather similar in construction to that of the Camel and using many Camel parts. The fin and horn balanced rudder together were almost circular and the tailplane was braced to the fin.
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Cockpit of a glider with its joystick visible Joysticks originated as controls for aircraft ailerons and elevators, and are first known to have been used as such on Louis Bleriot's Bleriot VIII aircraft of 1908, in combination with a foot-operated rudder bar for the yaw control surface on the tail.
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The LB.2 was designed as a shipboard fighter. It was a single bay sesquiplane, with outward leaning parallel pairs of interplane struts and wire cross bracing. The wings were strictly rectangular in plan, the lower plane smaller in both span and chord. The upper wing carried full span ailerons.
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Structurally, the Savannah is a metal semi-monocoque. Most variants have a constant-chord wing like that of the Zenith, with flaps and ailerons combined into Junkers-style flaperons. The Savannah Advanced has a shorter, tapered wing. Early variants retained full- span leading edge slots, later replaced with vortex generators.
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Its inner panels have no dihedral but the outer ones are set at 4°. Both the main box spar and the rear spar have spruce booms and plywood webs. The leading edge is ply covered and fitted with fixed slots. The wing, including ailerons and flaps is Dacron covered overall.
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The Polliwagen is a low wing, side-by-side configuration, T tailed, retractable tricycle landing gear equipped aircraft with tip tanks. The aircraft was developed and tested with a one quarter scale radio controlled model. Ailerons and flaps are full span. The fuselage is built from composites with foam cores.
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Only one armament suite could be fitted to a Spitfire with the B-type wing: Two 20 mm Hispano Mk II cannon, each with a 60-round drum, and four .303 caliber Browning machine guns in the outer positions, with 350 rpg. Alloy-covered ailerons were standardised on this wing type.
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Its two spar wing was rectangular in plan out to rounded tips. It was plywood covered ahead of the forward spar and fabric covered behind. On each side a streamlined V-strut from the fuselage keel to the spars braced the wing. Broad-chord ailerons filled more than half the span.
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The tailplane was too small to counter the trim change, so a system was developed where the ailerons deflected upwards together to balance the trim forces. The system was wholly automatic with no pilot intervention, and in the event of any failure all surfaces would return to their normal positions.
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Its tapered planform, single-surface, span wing is supported by both lift struts and jury struts. The wing features 3/4 span ailerons. The pilot is accommodated in an open seat without a windshield. The tail surfaces are mounted on tubes that travel beside and below the pusher engine and propeller.
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Using the SYMFLP and ASYFLP Namelists, flaps, elevators, and ailerons can be defined. Digital DATCOM allows a multitude of flap types including plain, single-slotted, and fowler flaps. Up to 9 flap deflections can be analyzed at each Mach-altitude combination. Unfortunately, the rudder is not implemented in Digital DATCOM.
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The fuselage and flying surfaces are covered in doped aircraft fabric. Its span wing is supported by V-struts and jury struts and features Junkers-style ailerons. Standard engines available are the Rotax 582 two-stroke, the Rotax 912UL and the Rotax 912ULS four-stroke powerplant. The cabin width is .
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Late series −200 also featured wing fences identical to those of the −300. The first three A310s were initially fitted with outboard ailerons; they were later removed once testing showed them to be unnecessary. ;A310-200C :A convertible version, the seats can be removed and cargo placed on the main deck.
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At the rear the cantilever tailplane was mounted above the fuselage on the fin; like the ailerons the elevators were tab assisted. Fixed empennage surfaces were ply-covered and the control surfaces fabric-covered. A detachable, two-wheeled trolley was used for take-off and a sprung skid for landings.
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Construction began in June 1970 and was completed in May 1971, with the first flight in June of that year. The wings (of 75 sq. ft.) were constructed of Polyethylene terephthalate (dacron)-covered wood ribs and spars, with full span ailerons. The fuselage was of open (uncovered) 4130 steel tube construction.
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The Fw 44 was designed as a biplane with conventional layout and straight, untapered wings. Its two open cockpits were arranged in tandem, and both cockpits were equipped with flight controls and instruments. The Fw 44 had fixed tailwheel landing gear. It employed ailerons on both upper and lower wings.
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Two crew members (a pilot and an observer) are seated in tandem. The observer is located at the front of the cockpit. The YO-3 is an all-metal low-wing monoplane of semi-monocoque construction. The control surfaces of the YO-3 including the ailerons and rudder are fabric-covered.
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In the quest for stability 607, now with ailerons replacing wing warping had a series of increases in dihedral, By March 1914 it could be flown hands off in "squally conditions". Later its stagger was also reduced and a rectangular tailplane fitted. In May 1914 the second R.E.1, no.
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A aircraft was developed with an airfoil that tapered from four feet thick to nearly flat at the wingtips. The aircraft used wing warping tips rather than ailerons. It was tested with a Hall-Scott engine by test pilot Paul Peck. A Berliner Rotary was also considered for the design.
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The upper centre section had a large cut-out in its trailing edge for better upward visibility, and also contained the fuel tank. Ailerons were fitted only on the lower wing. The HS-34 had its tailplane mounted on top of the fuselage, carrying split elevators. The rudder was horn balanced.
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The wing has no ailerons and instead roll control is via upper surface spoilerons that eliminate virtually all adverse yaw. Spoilers are also provided for glide-path control. The landing gear is a monowheel. First flown in 1969, the J-4 was Federal Aviation Administration type certified on 6 February 1973.
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The cockpit is of an open design, with a small windshield. Controls are conventional three-axis, with ailerons, rudder and elevator. Since the death of the designer plans have been intermittently available and were last provided by Classic Aero Enterprises. Aircraft Spruce and Specialty continue to provide raw materials kits.
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There was 5° dihedral outboard, but none on the centre section.Flight 19 April 1934 p.378-80-4 Mass balanced ailerons, narrower than those of the Streak filled more than half of the trailing edge. The mass balances were conspicuously mounted on extended upward arms from near the aileron root.
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It was built by Rudy Nickel. A second AS-37A was built by Léon Knoepfli but was modified after a short test programme into the first AS-37B. The curtains were removed and their stiffening role taken by conventional wide chord cantilever interplane struts and the ailerons moved to the upper wing.
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The fuselage cross section was based on the Heath Parasol design. The fuselage was constructed from welded steel tubing, with wooden wing spars from a J-3 Cub, the ailerons were made from 1929 Douglas O-38 rudders and the engine cheeks cowlings were made from Fairchild 24 wheelpants. The cockpit is enclosed.
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Behind the spar the wings were fabric covered. The wings, which were slightly swept about the spars, had a constant- chord centre section, tapering outboard with ailerons and rounded tips. There were no flaps or airbrakes. The wings were mounted on a fuselage pylon and had lift struts from the lower fuselage.
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The unequal span wings had parallel chord and no sweep, but were heavily staggered. Ailerons were carried on the upper wings, and only the lower planes had dihedral. The interplane struts leaned strongly outwards. The tail was conventional with the tailplane braced from below; both it and the fin carried unbalanced control surfaces.
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The ailerons are actuated via push rods, while the elevator has push rods to the tailcone and then cables. The rudder is cable-actuated. There is no elevator trim tab system, but it may be included as a future factory option. Evaluation flights indicated neutral longitudinal stability, however, reducing the need for one.
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Five built. ;PWS 6 :A progressive development of the PWS 5 fitted with Handley Page automatic leading-edge slats, higher aspect ratio wings, full-span flaperons on the lower wing (upper wing ailerons removed). The fuselage was faired to a circular section and the engine enclosed in a Townend ring. One built.
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There were short span Frise ailerons hinged to the upper wing surface. Over its lifetime the G-22 was powered by three different engines. It began in 1936 with an inverted in-line engine, the four cylinder, Walter Mikron. This was replaced in 1938-9 by a radial engine, the seven cylinder, Pobjoy.
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The wings have full-span ailerons, while the tail features conventional elevators and rudder. The landing gear is a tricycle gear arrangement with bungee suspension on the main wheels. The nosewheel is steerable and mainwheel brakes are an available option. The reported construction time for the single seat models is 100 hours.
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There were ailerons on both upper and lower wings. A pair of outward leaning, N-form cabane struts braced the upper wing centre section high over the fuselage. The usual wire bracing completed the wing structure. The trainer was powered by a neatly cowled, Renault 6Pei 6-cylinder inverted air-cooled inline engine.
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Inboard N-form interplane struts held the upper plane high over the fuselage in place of a cabane. Outboard there was one more N-interplane strut between each wing, four in all. Ailerons were fitted on all three upper wings. The fourth wing, lowest of all, was quite different, much shorter in span.
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A total of three were completed. ;SGU 2-22B :The "B" model was a "standard" with the gross weight increased to 900 lbs (408 kg). It was certified on 24 May 1957. ;SGU 2-22C :The "C" model incorporated the changes from the "A" and "B" models and also introduced smaller ailerons.
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The wing planform is rectangular, but the ailerons taper outboard, giving an overall tapered result. The cabin width is . The acceptable power range is and the standard engine used is the Rotax 912UL powerplant. The Storm 320E has a typical empty weight of and a gross weight of , giving a useful load of .
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They have a single wooden spar. The rear part of the wing is fabric-covered and the ailerons are plywood-covered. The tailplane came from the K 10; the fin and tailplane are plywood-covered and the rudder and elevators are fabric covered. A Flettner trim tab is fitted to the elevator.
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The general design was not changed much. The fuselage was strengthened by using thicker walled tubing, and the engines used were 150 or 180 hp Lycomings. The wings utilized Douglas Fir in place of Sitka Spruce, and on some models, additional ailerons were added to the top wing. 137 airframes were produced.
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For its time the all-metal wing was thin, with a thickness/chord ratio of 8.5%, and was built up around two spars. The ailerons were split into two pairs. Streamlined lift struts ran from the lower fuselage longerons to about mid-span, assisted by two pairs of outward leaning centre section struts.
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The Avro Baby was a single-bay biplane of conventional configuration with a wire-braced wooden structure covered in canvas. It had equal-span, unstaggered wings which each carried two pairs of ailerons. Initially, the aircraft was finless and had a rudder of almost circular shape. There were later variations of this.
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Inboard N-form interplane struts held the upper plane high over the fuselage in place of a cabane. Outboard there was one more N-interplane strut between each wing, four in all. Ailerons were fitted on all three upper wings. The fourth wing, lowest of all, was quite different, much shorter in span.
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Beginning its flying programme near the end of 1917, the Pfalz was fitted with three types of rotary engines in testing: the Oberursel U.III, the Goebel Goe.III and the Siemens-Halske Sh.III, the last two both producing . These drove both two and four blade propellers. Both balanced and unbalanced ailerons were tried.
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Testing commenced in August 1937 and revealed a number of serious deficiencies in the design, including that the aircraft was overweight and impossible to control directionally when flying on only one engine as the ailerons caused severe drag tending to turn the aircraft in the opposite direction.Molson and Taylor 1982, p. 325.
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The aircraft was designed to comply with US FAR 103 Ultralight Vehicles rules, including the category's maximum empty weight of . It features a biplane wing configuration, a single-seat, open cockpit and a single engine. The aircraft is made from aluminum tubing, riveted together using gussets. Its top wing features full-span ailerons.
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The NiD 43 was designed to meet a naval requirement for a two- seat shipborne fighter. It was a two bay biplane, with unswept, constant chord, unstaggered wings braced by parallel pairs of interplane struts. There were ailerons on the lower wings alone. Its fuselage was flat sided, with two open cockpits.
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Bruce 1968, p. 60. It was found to have a poor climb performance and handling, with the ailerons being overbalanced, which tended to force the aircraft onto its back in steep turns. To try to solve its handling problems it was fitted with various designs of aileron and rudders.Bruce 1968, p. 61.
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The Gordon England glider was a wooden aircraft, constructed by George England (1922) Ltd, in whose name it was entered into the competition. It was a high wing cantilever monoplane. Its wings were slightly tapered, with a little sweep on the leading edge, with blunt tips. The ailerons extended to the wing tips.
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Red Sky July are a British alternative, country band, consisting of husband and wife Ally McErlaine (ex-Texas) and Shelly Poole (ex-Alisha's Attic) along with Charity Hair (The Alice Band and The Ailerons). They are influenced by alt country and Americana. They have released three albums since their formation in 2009.
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The Buccaneer II is similar to the SX, but with a wider hull to accommodate two seats, in side-by-side configuration. The ailerons are 2/3 span. The landing gear is repositioned by a lever control and moves the tailwheel in concert with the main wheels. The main gear includes mechanical brakes.
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He could outturn you at slow speed. You could outturn him at high speed. When you got into a turning fight with him, you dropped your nose down so you kept your airspeed up, you could outturn him. At low speed he could outroll you because of those big ailerons ... on the Zero.
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The Timm T-840, a development of the unbuilt but similar T-800"Timm T-840." Aerofiles. Retrieved: March 17, 2012. was an advanced design for its day, featuring a tricycle undercarriage and semi-cantilever high wing for easy access, together with a combination of Handley Page slots with slotted flaps and ailerons.
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Controlling all the primary controls of a powered aircraft (rudder, elevator, ailerons and throttle) was known as 'full- house' control. A glider could be 'full-house' with only three channels. Soon a competitive marketplace emerged, bringing rapid development. By the 1970s the trend for 'full-house' proportional radio control was fully established.
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Flying controls were largely conventional with plywood skinned fixed portions and fabric covered wooden built up movable surfaces. Pitch trim was achieved by a trim tab on the elevators and adverse yaw was alleviated through the use of differential ailerons. Very little is known of the IS-4s development or operational history.
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The Condor was an all-wood glider, seating two in tandem. The wing was built around two spars and the planform was unusual in that the chord of the straight tapered inboard section increased outwards. The outer wing sections, where the ailerons were mounted, were conventionally tapered. No flaps or airbrakes were fitted.
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Pohlmann (1982) p.181 The outboard elevators can also be used as secondary ailerons, increasing the effective control area. This reduces the variation of loading on the wing during critical manoeuvres such as landing and allows a higher design loading for the wing. This in turn allows greater safety margins when landing.
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The tail is mounted to a straight aluminum tube that passes above the pusher propeller. Both the elevator and rudder are all-flying surfaces; the ailerons are full- span. The standard engine fitted was the Rotax 277 of . The fuel tank was integral with the pilot's seat and common with Brock's gyroplane designs.
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Plain flaps fill the trailing edges inboard of the ailerons. The elevators are horn balanced, as is the rudder. Together, the fin and rudder are straight tapered, with a small dorsal fillet. The Parandeh Abi is powered by a Rotax 914 F3 horizontally opposed four-cylinder engine driving a thee-bladed propeller.
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The cockpit pod is made from fiberglass. The landing gear includes a steerable nosewheel. The X1 was originally designed as an aerobatic aircraft and was tested to +9/-6.6 g before failure and carries operational limits of +6.6/-4.4 g. The full-span ailerons also give the X1 a fast roll-rate.
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The aircraft was a sesquiwing type of biplane with its fuselage frame manufactured from thin-walled steel tubing. The wings had spruce spars. The aircraft had two tandem open cockpits with the pilot in the aft cockpit and two passengers in the forward cockpit. Ailerons were installed on the upper wings only.
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The Thulin E was the first indigenous design conceived by Enoch Thulin's company. It was a two-seat biplane with the lower wings mounted at the bottom of the fuselage. The upper wing was supported by four wing struts and four V-shaped fuselage struts. Only the upper wings were fitted with ailerons.
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It possessed a sturdy undercarriage, along with two-part ailerons on the upper wing only. On the prototype, the lower wing reportedly featured flaps along the trailing edges, that partly emulated the manner of operation of "single- acting ailerons" in only "coming up" from their "down" position at rest, as the aircraft accelerated during takeoff; these possessed a limited angle of depression and were not directly controlled by the pilot, instead being actuated by a set of 12 adjustable rubber bungee cords.Bruce and Noel 1967, pp. 5–6. The airframe was composed primarily of duralumin, invented in Germany by Alfred Wilm a decade earlier; many sections, such as the duralumin longerons and spacers, were attached using welded steel-tube fittings and braced using piano wire.
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The Doppelflügel wing control surface hinging of a later Junkers Ju 86. The Junkers J 29 was a small, aerodynamically clean low wing cantilever monoplane, constructed with Junkers' standard method of duralumin tube frames skinned with corrugated sheets of the same alloy. The wing of the J 29 was straight tapered, almost entirely on the trailing edge and had nearly square tips. The J 29 pioneered the patented Junkers Doppelflügel "double wing" control system - whose concept was used through to the Third Reich's Junkers Ju 87 Stuka dive bomber - using full span ailerons, later used for both ailerons and flaps, hinged just below the wing trailing edge and fully exposing the entire control surface cross-section to the slipstream, forming a slot between the two surfaces.
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The first flight had taken place with the spinner unpainted: it had subsequently been painted, and the additional weight of the paint had caused the failure. A third flight, without any spinner, revealed that there was still a problem with the ailerons. An attempt to rectify this was made by fitting a device which produced a small control surface movement for small movements of the joystick, with the rate of control surface displacement progressively increasing as stick displacement was increased. This device, which used a cam on the bottom of the joystick to displace a pair of rollers connected to the ailerons, worked on the ground but under flight loads the rollers were pulled out of contact with the cam, resulting in loss of lateral control.
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If the pilot were to use only the rudder to initiate a turn in the air, the airplane would tend to "skid" to the outside of the turn. Clancy, L.J., Aerodynamics, Section 14.7 If the pilot were to use only the ailerons to initiate a turn in the air, the airplane would tend to "slip" toward the lower wing. If the pilot were to fail to use the elevator to increase the angle of attack throughout the turn, the airplane would also tend to "slip" toward the lower wing. However, if the pilot makes appropriate use of the rudder, ailerons and elevator to enter and leave the turn such that sideslip and lateral acceleration are zero the airplane will be in coordinated flight.
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For accessibly and ease of maintenance, all avionics are installed directly in bays beneath the cockpit in a manner in which they can be worked upon at ground level without the use of support platforms. Drawing on experience from the Panavia Tornado, the AMX is equipped with a hybrid flight control system; a fly-by-wire control system is employed to operate flight control surfaces such as the spoilers, rudder and variable incidence tailplane, while the ailerons and elevators are actuated via a dual-redundant hydraulic system. Manual reversion is provided for the ailerons, elevator and rudder to allow the aircraft to be flown even in the event of complete hydraulic failure; either control system can act independent of one another.Warwick 1981, pp. 1544–1545.
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Some airplanes have been designed with fixed leading edge slots. Where the slots are located ahead of the ailerons, they provide strong resistance to stalling and may even leave the airplane incapable of spinning. The flight control systems of some gliders and recreational aircraft are designed so that when the pilot moves the elevator control close to its fully aft position, as in low speed flight and flight at high angle of attack, the trailing edges of both ailerons are automatically raised slightly so that the angle of attack is reduced at the outboard regions of both wings. This necessitates an increase in angle of attack at the inboard (center) regions of the wing, and promotes stalling of the inboard regions well before the wing tips.
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The inboard control surfaces on the swept ford section of trailing edge were typically used for trimming purposes deflecting 10° up or down. The controls were tested in three configurations: #With pitch control provided by all four elevons, roll by the split ailerons (operating together), speed / approach control by split ailerons / airbrakes and yaw controlled by the rudder. In this configuration the aircraft proved to be stable in pitch, being able to be flown hands-off during aero-tow, and pitch could be controlled simply by the pilot leaning forwards or backwards to adjust the centre of gravity. Lateral stability was noted to be poor to fair but acceptable and the aircraft was safe and capable of flying simple aerobatics.
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By deploying the slats at the same time as the ailerons, the torque can be equalled out on either side of the spars, eliminating the twisting, which improves the control authority of the ailerons. This means that less aileron input is needed to produce a given motion, which, in turn, will reduce aileron drag and its associated negative control aspects. Better yet, the wing is already designed to be extremely strong in the lift component, eliminating the torque requires lift, converting the undesired torque into an acceptable lift component. But if one can use the controls to eliminate the twisting and its negative effects on control input, the next step is to deliberately introduce a twisting component to improve the control authority.
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Upper and lower wings were braced together with a pair of parallel interplane struts on each side and both had 4° of dihedral. The ailerons were on the lower wing. Behind the Anzani engine the fuselage had ply covering over a rectangular- section frame. The tandem cockpits shared a single opening and had dual controls.
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It was aimed at the sports and club market. Most variants had sharply clipped wing and tail surfaces, giving the Hummel an attractively angular appearance compared with its contemporaries. Structurally, the Hummel was a wooden aircraft. The wing were built around a wooden monospar with plywood covered leading edges and ailerons, with fabric covering elsewhere.
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106 No center section was used, as the wing panels were joined along the centerline. While the main fuel tank was in the fuselage, it was supplemented with smaller gravity tanks in each upper wing root. Frise-type ailerons actuated by push- pull tubesHorsfall, January 1929, p.72 were fitted to the lower wings only.
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The Baby was a single bay biplane with stagger. The wings were wooden structures with two spars and fabric covering; the upper wing had 1° of dihedral and the lower one 3°. There were ailerons on both wings, with aluminium frames and again fabric covered. The fuselage and empennage were fabric covered, welded steel structures.
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The standard control stick is mounted from above, simplifying control runs to the high wing. The aircraft was proof tested to 9 g. The Monarch has had several modifications designed for it, including mounting a conventional floor-mounted control stick. Other modifications include larger ailerons and rudder to improve the low-speed handling characteristics.
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The front leg, mounted just behind the engine, was much longer; all three legs were faired and carried wheels enclosed in spats. Control of the Aircar was also unusual. A column-mounted wheel moved the ailerons and fore and aft motion of the column operated the elevators as normal. Turns were made by banking.
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The wings were of two spar construction with plywood skinning between the two spars out as far as the bracing; outboard, only the leading edges were plywood covered, with fabric elsewhere. The outboard ailerons were mounted on false spars as usual. In plan, the wings were almost rectangular, with an aspect ratio of about 5.5.
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The vertical fin and horizontal stabilizers were fixed cantilever structures. The design followed the same practices as the wing structure, with additional thickness at the leading edge of the stabilizers as protection from ground damage. The rudder and elevators were of the same construction as the ailerons. Trim tabs were adjustable from the cockpit.
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Its Frise ailerons were inset. The B-4's fuselage was based on a chrome-molybdenum steel frame. It had a American Cirrus III four-cylinder, upright inline engine in the nose with an aluminium firewall and tanks in the wing roots. The two tandem cockpits, fitted with dual controls, were over the wing.
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The largely aluminium-alloy framed Ptapta was a biplane with a larger span and chord upper wing. Both upper and lower wings were built around two duralumin spars, with wooden ribs and fabric covering. They were rectangular in plan apart from slightly angled tips and mounted with marked stagger. Only the upper wings carried ailerons.
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The D-D was a mid-wing monoplane with a rectangular plan, blunt tipped, constant thickness wing. Canvas covered, it was built around a pair of wooden spars that continued through the fuselage with the pilot's seat between them. Dihedral was 1.25°. Constant chord ailerons filled the outer two-thirds of the trailing edge.
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On each side a pair of faired struts braced the spars to the lower fuselage longerons. Its overhung ailerons were aerodynamically balanced. The D.14 was powered by a Lorraine 12E Courlis W12 engine, water-cooled with a pair of Lamblin radiators. Part of the fuel was in wing tanks and part in the fuselage.
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The ailerons and flaps were interchangeable and the rudder and elevators were also. Many aerodynamic and handling compromises were made to achieve this commonality of parts and trailer-ability. The aircraft was intended to be offered with a variety of new or rebuilt engines. Rebuilt engines were to be available to reduce the purchase price.
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This model is also available from Aviat Aircraft as a plans-built aircraft."1999 Plans Aircraft Directory" 1999, p. 53. ;S1-SS :Similar to the certified S1-S "Roundwing". 180–200+ hp (134–149 kW), single-seat, homebuilt, symmetrical wing, four symmetrical "Super-Stinker" style ailerons, 300 degree/s roll rate, fixed- pitch propeller.
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The ailerons were adapted from the Murphy Rebel design and are long with a chord. The ultralight version has a greater wingspan to lower its stall speed to below the US ultralight category limit of . With the wings folded the homebuilt version is high and the ultralight version with its longer wings is high.
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Behind the spar and struts the wing is fabric-covered, as are the ailerons that occupy most of the outer panels. Only the S.18 III variant has airbrakes. The wing is mounted on a short, vertical extension of the otherwise oval section, ply-covered fuselage. The enclosed cockpit is ahead of the leading edge.
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The high wing is supported by aluminum "V" struts with jury struts. The control system is standard three- axis type including ailerons, elevators and tail-mounted rudder. The conventional configuration fixed main landing gear is made from steel tube with bungee suspension, while the tail wheel is steerable. The engine cowling is built from fiberglass.
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The fuselage is built around a wooden torsion box that is foam- filled for stiffness. The tailboom is a diameter 6061-T6 aluminum tube. Its span wing is constructed from Douglas fir spars and wing ribs, covered with doped aircraft fabric. The wing features half-span ailerons and cable-bracing from a single kingpost.
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To perform turns, aircraft that use no thrust vectoring must rely on aerodynamic control surfaces only, such as ailerons or elevator; aircraft with vectoring must still use control surfaces, but to a lesser extent. In missile literature originating from Russian sources, thrust vectoring is often referred as gas-dynamic steering or gas-dynamic control.
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Fabric covering was used aft of the main spar. The wing was mounted with 1.50° of dihedral. It was fitted with ply covered, wood framed ailerons and had wooden air brakes which opened above and below at mid-chord. The Kartik's fuselage was a ply skinned, wooden framed semi-monocoque with an aluminium nose cap.
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An Airbike at Sun 'n Fun 2004 showing the external rudder pedals Both variants feature a parasol wing constructed from wood and covered with aircraft fabric. The wing has full-span ailerons or, in the case of the two-seater, optional electrically-actuated flaperons. All controls are cable-operated. The elevator and rudder are conventional.
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For example, aircraft may use triple modular redundancy for flight computers and control surfaces (including occasionally different modes of operation e.g. electrical/mechanical/hydraulic) as these need to always be operational, due to the fact that there are no "safe" default positions for control surfaces such as rudders or ailerons when the aircraft is flying.
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The NN 2 was a primary (basic), open frame (uncovered girder fuselage) glider of composite construction. Its wing was mounted on top of the fuselage and was rectangular in plan out to elliptical tips. It had a two-part structure, each part built around a single, wooden spar and fabric-covered. Its ailerons were slotted.
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Their proposal won them an order for two prototypes. Like earlier Wibault designs, the Wib 210 was an all-metal aircraft with a largely Duralumin structure and clad with narrow aluminium strips applied longitudinally. Its wings, mounted with mild dihedral, were straight edged and tapered with blunt wing tips. Full span ailerons were fitted.
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Mass balanced, half span Fowler flaps immediately inboard of the ailerons may, as an option, be electrically driven. The fin and rudder are swept and straight edged apart from an initially curved leading edge fillet. The rudder is deep and moves in a cut-out in the separate elevators. The tailplane has constant chord.
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The rest of the wing was fabric-covered. Diagonal drag struts near the root were made from steel tubes. Constant chord Handley Page slotted ailerons filled the outer half-spans, as on the Koma, but the high-wing Lepka did not need the Koma's flaps. Its wingspan was less than that of the heavier Koma.
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Flying Pages Europe SARL, 2015. The Gweduck's structure is formed from glass and carbon fibre. Its high wings are trapezoidal in plan, fitted with externally balanced ailerons and Fowler flaps. Each wing has a float mounted below it on a single, wide chord strut which rotates through 90° after take-off to place the float at the wing tip.
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The leading edge of the wing is straight and unswept and the trailing edge is parallel to it over its inner section, becoming tapered outboard. Ailerons, with inset hinges, fill these sections. Spoilers are mounted in the mid-inner wing panels at 11% chord. Scheibe used their usual fabric covered, steel tube and wooden stringer construction for the fuselage.
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The ribs were also formed from steel tube. The forward part of the centre section was plywood covered, with fabric aft. The outer wing panels were ply covered, each with a single wooden single spar. There was a split flap over the whole centre section trailing edge and slotted ailerons which filled the trailing edges of the outer panels.
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The vertical and upright members are staggered to keep the joints as simple as possible. The wing is of a forward and aft blank spar design which uses stack-cut plywood ribs of equal size in order to keep construction time down. The ailerons are hinged directly behind the aft spar. For simplicity no flaps are provided.
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The equal span wings were mounted without stagger and with dihedral only on the lower one. Both had wooden structure and were fabric covered. They were almost rectangular in plan, though the tips were slightly angled and blunted. The upper wing carried short ailerons; though a general arrangement diagram shows these as overhung, photographs show no such balances.
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Plywood also covered the wing ahead of an internal, diagonal drag strut on each side. Elsehere the wing was fabric-covered. Broad, parallel chord Frise-type ailerons filled the trailing edges of the outer panels. The prototype used a mixture of strut and wire bracing but the latter was omitted on the production K-02b Szellő.
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The Antilope was one of the first turboprop powered light aircraft. Apart from its engine, it was a conventional all-metal low- wing machine. The cantilever wing was built around two spars and was a semi- monocoque structure, carrying unslotted ailerons and electrically powered, single slot Fowler flaps. The fuselage was also of semi-monocoque construction.
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The wing ribs are made from fiberglass, graphite rod and epoxy resin over Styrofoam. It has a span wing supported by lift struts and jury struts or, alternatively, cable bracing. Controls are conventional three axis, with the ailerons and elevator controlled by a center stick and rudder controlled by pedals. The landing gear is a fixed monowheel gear.
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The wing of the SB-12 has single, I-section spars, with carbon fibre flanges and GRP webs. The skins are carbon fibre and polymeric foam. The wings are mounted at mid-fuselage at an incidence of 0.5° and with 3° of dihedral. They carry GRP ailerons and wide span airbrakes but no spoiler or flaps.
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Ailerons and flaps fill the whole trailing edge. The flaps are Fowler-type and can be set, electrically, at deflections of 0°, 15° or 30°. The fuselage is built with a mixture of carbon (9%) and glass fibre materials with epoxy sandwich. Its Rotax 912 engine is conventionally nose-mounted and drives a three-bladed propeller.
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The Laros-100 has a high wing of rectangular plan mounted at 0° angle of incidence and without dihedral. It has two spars which, like the ribs, are made from aluminium alloy and is aluminium-skinned. Its ailerons are horn-balanced; there are no flaps. A single faired strut on each side braces the wing to the lower fuselage.
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Only the lower planes carried ailerons. Letov experienced some cooling problems with the Š-7's water-cooled engine. The aircraft as first flown had a ring-shaped radiator, but this was replaced with a transversely mounted, circular cross-section ventral radiator and the engine cowling revised. The modification resulted in a change of designation to Letov Š-7a.
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The wings have seven foam wing ribs per wing panel and incorporate a D-cell front spar and a C-channel rear spar. The landing gear is conventional, with suspended main wheels and a steerable tailwheel. The H-2 has an open cockpit, with a small windshield. Controls are conventional three-axis, with ailerons, rudder and elevator.
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The standard design has two ailerons, with four optional. Since the death of the designer plans have been intermittently available and were last provided by Classic Aero Enterprises. Aircraft Spruce and Specialty continue to provide raw materials kits. The aircraft has an acceptable power range of and the Hirth 2706 of is the standard engine recommended.
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Its span wing has an 80% double surface and features half-span ailerons. The wing is supported by dual parallel lift struts with jury struts. The tricycle landing gear has pneumatic shock suspension and the nosewheel is steerable. There is also a small tail caster as the aircraft sits on its tail with no occupant in the pilot's seat.
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Modified ailerons produce a substantially improved roll response compared to the previous model. Approach control is by top surface Schempp-Hirth type airbrakes. The G103A Twin II Acro variant features strengthened mainspar caps and steel control pushrods which permit greater aerobatic performance. The G103 also has a FAA approved modification kit for all-hand control for handicapped operation.
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Premodern MiG-21 cockpit The MiG-21 has a delta wing. The sweep angle on the leading edge is 57° with a TsAGI S-12 airfoil. The angle of incidence is 0° while the dihedral angle is −2°. On the trailing edge there are ailerons with an area of 1.18 m², and flaps with an area of 1.87 m².
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The T.III was a cantilever low wing monoplane with thick section, straight tapered, square tipped wings. Angular overhung ailerons were used. Its fuselage was flat topped and sided and deep from tail to nose. The three crew sat in tandem, separate, open oval cockpits, with the forward two close together over the wing and fitted with dual control.
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It was concluded that control reversal resulting from twisting of the wing when the ailerons were applied was the cause of the problems. The aircraft was grounded for a structural test to be made. Subsequently, it was transferred to the Air Ministry's experimental unit and briefly flown during 1931, but shortly afterwards broken up for scrap.
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The prototype was built around the remains of a wrecked Cessna 140 using its engine, propeller, and wheels.Aerofiles The landing gear was fashioned from truck springs. The controls were conventional with the elevator in the center of the delta's trailing edge and ailerons outboard operated by push-pull tubes. Plans for the aircraft were available for homebuilt construction.
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The entire nose could swing open to starboard for loading bulky items. In helicopter mode, the propeller drive was disconnected, and the flaps were lowered to 90 degrees. In fixed-wing mode, the lifting rotors were free to windmill, and the aircraft was controlled by the ailerons and tail surfaces. The twin-wheel landing gear was fixed.
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The construction of the Youngster is of wood with the fuselage built in a Warren Truss covered with a birch plywood skin. The fuselage employs longitudinal stringers to replicate the Jungmeister's shape. The wings and tail are covered with doped aircraft fabric. The wings feature interplane struts, cabane struts, bottom wing ailerons only and a NACA 2315 airfoil.
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These features were intended to ensure that the stall started at the centre of the wing rather than at its tip. The ailerons were of the differential type. The wings were readily demountable for transport. The fuselage was flat sided and plywood covered apart from near the nose; upper and lower surfaces were curved and again ply covered.
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It had narrow, span ailerons. The fuselage proper was formed by two parallel, uncovered flat girder frames apart, each with two long, light alloy primary members. In flight the upper members, with the wings upon them, were horizontal. At its forward end each girder frame had a vertical cross-brace between the upper and lower members.
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The cockpit was furnished with oxygen apparatus as well as a radio set for communication. The control stick was connected to the aircraft's ailerons via a rod transmission to horns present on the upper wing's surface.NACA 1933 p. 3. The control surfaces of the D.500 were relatively small as a result of the aircraft's high speed performance.
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The Latécoère 570 was an aerodynamically clean, all-metal low cantilever wing monoplane with two radial engines and a twin tail. The wings were broad at the root and had straight edges, but narrowed continuously outwards to small-chord elliptical tips, mostly through the strong forward sweep of the trailing edge. This latter carried ailerons with flaps inboard.
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Ailerons occupied the whole trailing edge of these sections. The Wien's open cockpit was ahead of the wing leading edge. There was no windscreen, and the instruments, including the still novel variometer, were displayed horizontally, inset into the fuselage immediately in front of the pilot. The undercarriage consisted of a single enclosed skid and a small spring tailskid.
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Afterwards, the aircraft was modified, based on the pilots' inputs, and this resulted in the improved version, Ba.122. The Ba.122 was equipped with larger rudder and ailerons on both upper and lower wings. On the occasion of 1936 Summer Olympics in Berlin International Aerobatic Contest, "Internationaler Kunstflugwettbewerbs" was run by the German Aeroculub, "Aeroklub von Deutschland".
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Three-bladed propellers were mounted on four wings and, synchronized through a wave-interconnection system, were connected to four gas turbines which, in turn, were mounted in pairs on the rear wings. Maneuvering was achieved by tilting the propeller blades in combination with control surfaces (elevators and ailerons), which were located in the thrust stream of the propellers.
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Conventional control surfaces including ailerons and elevators were not needed. However Wild Goose, his first large-scale design, was given a swept vertical tail fin. The launching trolley and radio control system proved more complex and Wallis spent more time on these than on the actual airframe. The trolley was rocket- powered and ran on rails.
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The tailwheel is steerable. The controls are conventional three-axis and include full-span ailerons. The large, flat-plate triangular windshield protects the pilot from the propeller blast and has distinctive cut-outs for the rudder pedals. The Flitplane is available as plans, a complete kit, partial kits or as a finished and ready-to-fly aircraft.
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There were ailerons on both wings. It was a single bay biplane, the sesquiplane arrangement requiring the simple parallel inter-plane struts, streamlined and wide, to lean heavily outwards. The duralumin internal structure was complicated but based on double I section spars, nine in the upper wing and six in the lower. The wings were covered with thin steel.
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And in 1923 the German hang-glider enthusiast Hans Richter flew a triplane variant. Following the craze for the homebuilt tandem-wing Mignet Pou du Ciel (Flying Flea), a triplane variant, the American Flea, was produced in America around 1939. In this variant the top wings were fixed and the bottom wing acted as all-flying ailerons.
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The S-3 was a larger improved version of the S-2 with a more powerful Anzani three-cylinder engine. The main wings were manufactured in a more uniform manner with the ribs held to a closer tolerance and the fabric covering was of better quality. Other refinements included larger ailerons and faster responding flight control surfaces.
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140C Mousquetaire III :A D.140B with an enlarged swept tail, 70 built. ;D.140E Mousquetaire IV :A D.140C with a further enlarged tail, modified ailerons and an all flying elevator/tailplane, 43 built. ;D.140R Abeille :Glider towing variant with cut-down rear fuselage, new high vision canopy, 28 built first flown in 1965.
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The span wing employs a NACA 23112 airfoil and has an area of , with an aspect ratio of 8:1. A unique roll control system is used as the aircraft has no ailerons. Instead the wings are pivoted to +4° and -2° to produce and control roll. The wings can be folded for ground transportation or storage.
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In response, Jacobs revised the design to that of the Reiher II, which had more tapered wings, no flaps, airbrakes as described above and mass balanced ailerons. The fuselage was further refined and the fin and rudder increased in area. Much improved, Reiher IIs were factory built in a short production series, followed by the further developed Reiher III.
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The rectangular wooden wings had two spars, and were covered with plywood in front and fabric in the rear. Initially it had slotted ailerons on all span, later shortened. The fuselage had two cockpits in tandem, with windscreens and dual controls. The undercarriage consisted of a fixed split axle conventional landing gear, with a rear skid.
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In 1906 the Wright brothers obtained a patent not for the invention of an airplane (which had existed for a number of decades in the form of gliders) but for the invention of a system of aerodynamic control that manipulated a flying machine's surfaces, including lateral flight control, although rudders, elevators and ailerons had previously been invented.
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Using the ailerons to roll an aircraft to the right produces a yawing motion to the left. As the aircraft rolls, adverse yaw is caused partly by the change in drag between the left and right wing. The rising wing generates increased lift, which causes increased induced drag. The descending wing generates reduced lift, which causes reduced induced drag.
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The S.63 was a cantilever high wing monoplane with a three-part, thick profile wing which thinned outwards; at its thickest, the centre-section was deep. The outer panels were trapezoidal in plan and set with about 6° of dihedral. They carried short, overhung, tapered ailerons near the tips. The wing was a wooden structure, with three spars.
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The elevator and rudder are also conventional. Ailerons and elevator are controlled by dual centre-mounted sticks through push-pull tubes, while the rudder is controlled by cables. The rudder cables attach to the rudder by wrapping around the wide bottom diameter of the rudder itself. The pitot tube is mounted on the left-hand strut.
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It had no wire bracing and required no rigging. The A2 was a sesquiplane, with an upper wing with twice the span and 3.4 times the area of the lower one, which was not only short but narrow. The two wings had similar plans, rectangular apart from straight angled tips. Only the upper wing carried ailerons.
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For improved STOL/VTOL performance, deflectors were to be installed around the engines.Wood 1975, p. 229. As designed, the AW.681 was set to feature boundary layer control (BLC), which would have used blown flaps mounted upon the leading edges of the wing; the ailerons, flaps, and slats would all have been operated using blown air.
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It was not developed or bought and the company ceased operations by the end of the 1940s. Unlike conventional helicopters, the H-2 used a tension-rod drive system to drive the side-by-side rotors. Control of blade pitch was also unconventional, with the blade shells rotating freely about the spars, controlled by ailerons near the tips.
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The wing is conventional aluminum construction, wire braced from a short kingpost and the whole aircraft is covered with aircraft fabric. Unlike the original E-III, which utilized wing-warping, the replica has ailerons. The landing gear is bungee suspended. The engine cowling consists of a spun aluminum nose bowl with a sheet metal wrap-around.
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Ailerons also have a secondary effect on yaw. It is important to note that these axes move with the aircraft, and change relative to the earth as the aircraft moves. For example, for an aircraft whose left wing is pointing straight down, its "vertical" axis is parallel with the ground, while its "transverse" axis is perpendicular to the ground.
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The plane was to take part in a contest for a successor of Junkers F.13 planes in LOT Polish Airlines, along with PWS-24 and Lublin R-XVI, but it crashed in April 1932 during tests. The reason was error in assembly of ailerons. After crash, further works upon PZL.16 ceased; available publications do not mention reasons.
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More ground trials were made, the ailerons moved to a position in the middle of the aft interplane struts, and the radiators moved forward slightly to adjust the aircraft's trim. In this form Cody made another flight on 20 January covering about and reaching a height of but crashed after a turn, Cody being unhurt.Penrose 1967, p.146.
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The aircraft was again taken back to the factory for alterations and repairs. The ailerons were discarded and a pair of horizontal stabilisers were fitted in front of the rudder.Penrose 1967, p.148. Cody flew the aircraft again on 18 February, this time landing with no more damage than a burst tyre and a broken rigging wire.
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In 1937 CANT (Cantieri Riuniti dell'Adriatico) won a contract to build an aircraft for the Italian diplomatic corps in their embassies abroad. The result was the CANT Z.1012. It was a low wing cantilever monoplane with an aerodynamically clean wooden structure and plywood skin. The single spar wings were tapered, carrying balanced ailerons and slotted flaps inboard.
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All tail surfaces were largely fabric covered, with ply leading edges. There was no fin but the balanced rudder was much increased in chord and area after early flight tests demonstrated the power of the ailerons. The Moazagotl landed on a slender skid that reached from nose to mid chord, assisted by a faired tail skid.
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Each outer panel had a streamlined V-strut from the lower fuselage longeron to the spars a little beyond mid-span. Ailerons occupied half the span. A panel in the centre-section aft of the rear spar allowed the wings to be folded for transportation. Its flat-sided, round-decked fuselage was built around four spruce longerons.
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This was done through two links connecting the rear of the wing and the control column. There were no ailerons. The fuselage was a simple flat sided construction except at the nose, where a Lycoming O-360-A2A air-cooled flat four engine was smoothly cowled. Immediately behind the engine was a hopper for the fertilizer.
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The outer panels carry some dihedral. It is built around a single spar placed at 30% chord. Torsional loads are resisted by a torsion box formed by the riveted Alclad skin that covers the whole wing and an auxiliary spar at 65% chord. Its ailerons are metal framed but fabric covered, mounted on piano hinges from the upper surface.
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Developed in parallel with the Morane-Saulnier I, the Type V was similar to the I but was larger with a three-hour endurance. It also differed in that it had larger wing and deepened ventral contours to accommodate extra fuel tanks. An intended development fitted with ailerons was planned as the Morane-Saulnier U, but was not flown.
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It was bolted directly to the bottom of the lower fuselage longerons. Tapered ailerons occupied more than half the trailing edge. It was powered by a six-cylinder, Anzani 6 radial engine, mounted uncowled in the aluminium-covered nose. Behind it, the rectangular cross-section fuselage was plywood-covered and flat-sided apart from curved decking.
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The A-22 uses a 3-axis control system, giving the pilot full control over the aircraft. The A-22 uses flaperons in place of ailerons and flaps, giving a stall speed of with the flaperons fully down. The kit comes with either the Rotax 912UL or optionally the Rotax 912ULS. The Jabiru 2200 can also be fitted.
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This reverses the adverse yaw action of the ailerons, helping the plane into the turn and eliminating the need for a vertical rudder or differential-drag spoilers. The bell-shaped lift distribution this produces has also been shown to minimise the induced drag for a given weight (compared to the elliptical distribution, which minimises it for a given span).
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Boeing 777 flaperon. Flaperons on a Denney Kitfox Model 3, built in 1991. Flaperons (Junkers style) on an ICP Savannah Model S, built in 2010. Work of the flaperon of Boeing 777 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.
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The R-3 was a small biplane trainer of mixed construction. The wings had wooden structures and were ply-covered around the leading edges and on the undersides. Their covering was completed with fabric over all surfaces. Interplane struts were metal and the fabric- covered ailerons, fitted on both upper and lower wings, had metal structures.
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The Wrights claimed that the ailerons on their aircraft infringed patents. Paulhan flew anyway, winning all of the prizes and $19,000. He set up a new altitude record of , beating his own previous record of , and won the endurance prize with a flight lasting 1hr 49mn 40sec. He gave William Randolph Hearst his first experience of flight.
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The X-Air started as a development of the Chotia Weedhopper redesigned to incorporate ailerons and an enclosed cabin. After initial production in Europe manufacturing was shifted to Raj Hamsa in India. In many countries the aircraft is known as the Rand Kar X-Air. In the USA it is sometimes referred to as the Light Wing X-Air.
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The most unusual feature of the Kestrel is that its straight tapered, cantilever wings have a forward sweep of about 8°. The wings carry outboard ailerons and airbrakes, the latter at about one third span and chord. There are no flaps. The straight tapered tailplane and elevators, mounted on the upper fuselage, are set forward of the rudder hinge.
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The Avis was a single-bay unstaggered biplane with full-span ailerons on both upper and lower wings. It had a fixed landing gear with a tailskid and could be powered by a nose-mounted 32 hp Bristol Cherub II engine or a 35 hp Blackburne Thrush radial piston engine.Jackson 1990, p. 222. It had tandem open cockpits.
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They were thick in section and strongly cambered at the root, thinning steadily outboard, and had 8° of dihedral. Short but broad ailerons, mounted on the rear of the spar, extended to the tips. The Phönix's rectangular section hull had a single step on its planing surface. Externally the hull was covered with ply protected by waterproof canvas.
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The Bréguet 25 was a single bay sesquiplane with a lower wing area only 28% that of the upper. The dominant upper wing was straight-edged and swept, its chord increasing outboard because the long, wide ailerons broadened towards angled tips. The sweep was 5.25° and dihedral about 1°. The lower wing had the same sweep but no dihedral.
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The tip-mounted ailerons were horn balanced, again unusual. The Phi-Phi had a rectangular cross-section fuselage, with sides that curved in at the nose and, more gently, towards the tail. In plan the sides were straight edged, forming an elongated rhomb. A low aspect ratio, rectangular, all-moving tailplane was hinged on the extreme rear fuselage.
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Toyo Aircraft was established in June 1952 and their first aircraft, the T-T.10, was completed by the end of the year. It is of mixed construction; the wing is built entirely from wood and fabric around two spars, with a plywood skin enclosed within fabric. The flaps and ailerons are wood framed and fabric covered.
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The TST-14J is a Desert Aerospace, LLC modification of the TST-14 motorglider with the addition of a retractable jet engine used for self launching. It has a high T-tail. It is a mid wing design with straight tapered wings. The wing tips carry winglets and there are outboard ailerons, two position flaps and upper surface spoilers.
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The GA-1 was especially intended for flying competitive glider aerobatics and the resulting airframe was designed to Joint Aviation Requirements 22 standards and stressed to 10 g. The aircraft is made from a combination of fibreglass and aramid. Its span wing employs a Wortmann FX-71-L-150/25 airfoil. The ailerons are full- span and mass-balanced.
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The tailplane and split elevators were also of spruce and plywood, but fabric covered. The rounded fin and rudder, though fabric covered had a steel tube structure. The elevators and rudder were mass balanced, with external weights like those on the ailerons. The rudder extended to the bottom of the fuselage, operating in a cut-out between the elevators.
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The Mitsubishi Ki-2 light bomber version, a minimally re-designed K37, flew for the first time in May 1933. The fuselage was redesigned by Mitsubishi, but the wings were kept largely unchanged, except for additional ailerons. Mitsubishi built total of 113 aircraft and an additional 13 aircraft were built by Kawasaki Kōkūki Kōgyō KK from 1933-1936.
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There was 5° dihedral outboard, but none on the centre section. Mass balanced ailerons filled more than half of the trailing edge. The mass balances, not fitted for the initial flights, were conspicuously mounted on extended upward arms from near the aileron root. The tailplane and split elevators were also of spruce and plywood, but fabric covered.
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It can be dismantled for transport and reassembled for flight within an hour. Its structure throughout is based on aluminium tubes, its flying surfaces covered with bonded fabric. It has a high, braced, wing of rectangular plan with blunted tips, rigged with 3° of dihedral. The ailerons occupy the whole of the trailing edges apart from a central gap.
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The wings have parallel chord and are fitted with ailerons and three-position flaps. They are braced with a single faired strut to the lower fuselage on each side. In the Mark 1 and 2 models, the wings were composite structures with fabric covering; later models have had all-carbon composite wings apart from aluminium control surfaces.
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The C205 is a low wing, single engine aircraft with a retractable conventional undercarriage. It has a wooden structure with a mixture of wood and carbon composite skinning. The low, trapezoidal wings, built around two spars, are entirely wooden apart from Kevlar reinforced leading edges. They have Hoerner-type tips; the trailing edge carries ailerons and electrically driven flaps.
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The CW IV was a wooden glider with a high, cantilever, three part wing built around two spars. A wide, rectangular centre-section occupied about one-third of the span. The outer panels were double-tapered, with ailerons which occupied the whole trailing edges. The leading edges and wingtips were covered with plywood and the rest with fabric.
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Fk14 Polaris in 2012 Keiheuvel ;Fk14 :Standard version. ;Fk14B :Introduced circa 2003, with new carbon fibre wing, greater range, improved access with greater canopy opening angle; baggage space behind seats; altered engine cowling. ;Fk14B2 Polaris :Model with redesigned wing with slotted flaps to improve short-field performance. Small spoilers are fitted to the ailerons to reduce adverse yaw.
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In June 1913, the aircraft was converted to a hydroplane, and flow a very short distance before crashing into the water. The Hartman monoplane was rebuilt with a steel tube fuselage, updated Anzani engine and ailerons. It was flown at airshows by Hartman from 1939 until 1956 when it was donated to the Pioneer Village Museum in Minden, Nebraska.
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Provision for water ballast, maximum permitted speed increased to ;SB-9 Stratus: The SB-8V2 modified with a four-part wing of span, fitted with elastic flaps. SB-9 Stratus was first flown January 1969. It is Empty weight, , maximum in flight weight, ballasted, . Flutter problems tackled with a span reduction to and mass-balancing the ailerons.
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Pagefast Ltd, Lancaster OK, 2003. ISSN 1368-485X The aircraft has a 4130 steel tube frame fuselage and a wing constructed from aluminium tubing, all covered in doped fabric. The wings are equipped with slotted-style flaps and fold for transport or storage without a requirement to disconnect the flaps and ailerons. The landing gear is bungee suspended.
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Planned alteration of W.8b for 1923, seating 16 passengers in longer passenger cabin, with radio compartment eliminated and freight capacity reduced. Fuel tanks would be moved to the underside of the top wing, and slotted ailerons would be fitted. Engines would be unchanged."The Handley Page W 8 C". Flight, 16 November 1922, Never built.
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Internally, the oxygen bottles were relocated from the rear fuselage to the right wing.Prien and Rodeike 1995, pp. 171–174. Flettner tabs for the ailerons were also to be fitted to serial production aircraft to reduce control forces but were extremely rare, with the majority of the K-4s using the same aileron system as the G series.
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The Thulin FA was a two-seat biplane with the lower wings mounted at the bottom of the fuselage. The upper wing was supported by four wing struts and two V-shaped supports from the fuselage. Only the upper wings were fitted with ailerons. The fuselage was provided with two open cockpits in tandem under the upper wing.
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Diagonal drag struts near the root were made from steel tubes. Constant chord flaps and Handley Page slotted ailerons together filled the whole trailing edge, mounted on a light-metal tube false spar and fabric-covered. Flap settings were 5° for launching and 60° for landing. The wings could be folded back alongside the fuselage for transport.
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For marketing purposes, each variant was given a suffix letter; the MU-2B-10, for example, was sold as the MU-2D, while the MU-2B-36A was marketed as the MU-2N. The MU-2 has a high cruise speed coupled with a low landing speed. This is accomplished by using over-wing spoilers instead of conventional ailerons for roll control, allowing the use of full-span double-slotted flaps on the trailing edge of the wing; the very large flaps give the MU-2 wing loading comparable to a Beechcraft King Air in landing configuration, while having wing loading comparable to a light jet in cruise. The spoilers are highly effective, even when the MU-2 wing is stalled, and the lack of ailerons completely eliminates adverse yaw.
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This was cured by extending the centre section span, making it just under half the new overall span of and giving it a rectangular plan. The wing was plywood covered from the forward spar to the leading edge, forming a torsion resisting box, and had internal wire bracing. An unusual feature that the L21 shared with the L20 and the earlier L15 was the supplementation of conventional ailerons with short chord tip flaps, each with an area of , rotating on axes toward the leading edge of the wing and connected to the ailerons by rods and cranks. Both before and after the wing extension lift struts ran from the lower fuselage longerons to the end of the centre section, taking them well outside the engines on the final version.
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Forward of the single spar the wing was covered with a stressed metal skin, forming a torsion box. Behind the spar it was fabric-covered, the trailing edge carrying flaps inboard, from the wing fillet out to the ailerons, though the centre section was metal-skinned throughout. The leading edge carried slats in three sections to form slots across the whole span when extended.Flight p417 The inboard pair were opened when the flaps were lowered and the outer slots were automatic, with interceptors connected to the ailerons for lateral control at high angles of attack. Behind the radial Bristol Pegasus IM3 engine, producing 650 hp (485 kW) and enclosed in a Townend ring, the semi-monocoque, corrugated-skinned fuselage grew in diameter to the pilot's midwing cockpit then remaining constant rearwards to the gunner's position.
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First flown on 18 July 1951, flight testing revealed that the measured performance was extremely good, placing the Győr-2 among the top contemporary high performance sailplanes, with a peak L/D ratio of 40.6 and a nominal best L/D of 36.8. The handling characteristics were good at all speed ranges, however when rolling on the ground the ailerons' effectiveness was not satisfactory. Flight testing proceeded slowly and by 1952 the aircraft required maintenance, during which the design team introduced modified control systems, increased span ailerons and mainwheel moved behind the c.g. On resumption of flight test, performance was compared with Rubik R-22S Június-18 (the best contemporary Hungarian performance glider), revealing that the glide ratio of the Győr-2 surpassed that of the R-22S by 32% at and by 63% at .
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The centre-section was entirely plywood covered; since the wing thickened towards the engine, it carried significant anhedral. The outer wings had constant chord out to about two- thirds span and carried light dihedral. Beyond, the wing was straight-tapered to blunted tips. The whole trailing edge of each outer wing was occupied by narrow-chord ailerons, divided into three sections.
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The ailerons were now tapered. The interplane gap was decreased to 4 ft 9 in (1.45 m) by attaching the lower wing to the bottom of the fuselage. The undercarriage was simplified by removing the skids, leaving a simple single axle supported by pairs of inverted V struts. The T.2 flew from Brooklands on 26 June 1914, piloted by Copland Berry.
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The elevators and divebrakes hook up automatically on assembly, but the ailerons require the manual insertion of pins. The Sprite was built in two different versions, differing only in main wheel placement. The 1-36 type certificate is currently held by K & L Soaring of Cayuta, New York. K & L Soaring now provides all parts and support for the Schweizer line of sailplanes.
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The MB-4's three-bay biplane wings were all new, with ailerons on the upper wing. It had a conventional tailwheel undercarriage and had two separate tail assemblies, which were standard MB-3 empennages. Dual controls were fitted, with the pilot able to disconnect the co-pilot's controls, but there were no means of communication between the two cockpits.
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18 Other changes included dispensing with the lower ailerons on the narrower chord lower wings and a larger tailplane to eliminate the need for a bungee to help with trimming.Bruce, 1996, p.4 Russian models had minor structural differences to the top wing, incorporating a separate center section rather than each wing panel being joined along the centerline.Bruce, 1996, p.
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Designed by Howard T. Wright and built by the aircraft department of the shipbuilder J. Samuel White & Company Ltd., the Wight Baby was a single-bay biplane with ailerons on the top wings only and a fabric-covered wooden fuselage. It was powered by a 100 hp (75 kW) Gnome Monosoupape rotary engine driving a four-bladed propeller. Three prototypes were constructed (Nos.
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The Mks II and III failed to gain Ministry acceptance. The next model to be built was a three-seat cabin monoplane to Ministry Specification 16/29, in which the all-moving tips were replaced by conventional ailerons. An unusual feature was the use of variable wing sweep to provide longitudinal trim. Designated the Mk. IV, it first flew in 1931.
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The aircraft's span wing employs a Wortmann FX 60-157 airfoil, mounts Fowler flaps and optional winglets. The wings are mounted to the fuselage with a single cam-pin and the ailerons and air brakes hook-up automatically. Like the AC-7M the AC-7 cockpit can accommodate pilots up to in height. The canopy provides 300° field of view and is jettisonable.
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The original Moustique, later known as the Moustique I, was a shoulder wing monoplane. The wing was rectangular in plan, fabric covered and was wired braced from above and below. The upper wires were attached to a king post protruding from the raised, curved decking ahead of the cockpit and lower wires went to the undercarriage structure. The wings carried full span ailerons.
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Broad, short ailerons were hinged on an auxiliary spar and extended to the wing tips. In plan the leading edge was swept back at about 9° but the trailing edge was unswept. The tips were elliptical and there was a wide but shallow cut-out to assist the pilot's upward view. Its fuselage was a steel tube lattice structure, largely fabric covered.
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Controls are conventional three axis, with the ailerons and elevator controlled by a center stick and rudder controlled by pedals. The landing gear is a fixed monowheel gear. The pilot sits on an open cockpit seat without a windshield and is secured with a four-point harness. The aircraft is designed to be car- top transportable and can be assembled by one person.
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While the Pinocchio was inspired by the First World War Fokker Eindecker, it is not a replica of that classic fighter aircraft. Reviewer Andre Cliche explains: The Pinocchio is constructed of wood and covered in aircraft fabric. The landing gear is conventional with bungee-sprung spoked mainwheels and includes a tailskid. The mid-mounted wing has a double surface and full-span ailerons.
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They carried full span slotted flaps and ailerons which were lowered when the flaps were fully extended. The fuselage was flat sided with rounded decking, with the cabin under the wings. Its conventional flying boat V-shaped planing bottom had a change of curvature near midpoint but no discrete step. The vertical tail was straight-tapered, the rudder fitted with a trim tab.
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Their father owned a furniture factory in Bydgoszcz and provided them with space and tools. The P 5 had an approximately rectangular plan wing apart from blunted tips and was built in one piece around twin spars with plywood covering. The ailerons were fabric covered. Originally there was a flap in the central trailing edge to ease access to the cockpit.
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The rear spar was just behind mid-chord. The central panel, occupying a little under half the span, was straight-edged and had constant chord. Outboard the wing was straight tapered to rounded tips, ailerons occupying all the trailing edge. The centre section was supported by the fuselage pedestal and braced on each side by steel asymmetric V-form struts.
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The horizontal tail and fixed fin were both canvas covered wooden structures, though the moving surfaces, also canvas covered, had metal frames. The tailplane was strut braced to the fuselage from below and wire braced above to the fin. It carried elevators which were spade assisted like the ailerons but also horn balanced. The unbalanced rudder was broad and rounded.
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The full-span slotted flaps/ailerons extend and retract in and out of the wing trailing edge, increasing the area of the wings by up to 36%. A tall retractable undercarriage and a T-tail reduce the risk of damage during field landings and reduce drag when in flight. Flight trials commenced at Oberpfaffenhofen airfield with Thomas Fischer at the controls.
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There was dihedral on the lower plane only. Full span ailerons were fitted on both upper and lower wings. The lower wing was mounted on the bottom of the fuselage and the upper one well clear of the head of the pilot, who sat under it in an open cockpit. The wings folded, as the competition rules required this for ease of storage.
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These are mounted without stagger or sweep, braced with N-form interplane struts and a pair of similar form cabane struts. There are ailerons on both planes, externally connected. The fin and rudder are rounded, the latter extending to the keel. The tailplane is mounted on top of the fuselage and the elevators have a cut-out for rudder movement.
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It has a wood-framed fuselage and wings with wooden spars, styrofoam cores and glass fibre covering. The inner sections of the wings have constant chord and carry flaps; the outer sections are straight tapered with ailerons. The wings can be removed rapidly for transport. The tail surfaces are straight tapered and the stabilator is fitted with a full-span anti-servo tab.
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After the Cirrus engine went out of production, the Menasco C-4 was substituted. To address the issues with spin recovery, the flight controls were given improved bearings and rudder- centering springs. The tail surface was enlarged and redesigned, becoming a distinctive feature of the model. The gaps between the ailerons and the wings were also redesigned to better maintain airflow.
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The ailerons were short and wide chord, with curved trailing edges that projected beyond that of the wing. Four sets of V and inverted-V struts attached the wing to the upper fuselage longerons. The tapered fuselage was flat sided, with a long open cockpit reaching from leading to trailing edge. The pilot sat at the front immediately behind the engine.
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The wings were both of blunted rectangular plan and had the same chord (), though the upper span was about 5% greater. All leading edges were plywood-covered. Only the lower wings were fitted with ailerons, which were full span and of the Frise type. One advantage of this arrangement was that the control column to aileron connection was very short.
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Alberto Santos-Dumont flying the Demoiselle over Paris Santos-Dumont later added ailerons, between the wings in an effort to gain more lateral stability. His final design, first flown in 1907, was the series of Demoiselle monoplanes (Nos. 19 to 22). The Demoiselle No 19 could be constructed in only 15 days and became the world's first series production aircraft.
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Inset ailerons and the split flaps were both on the outer panels. The Lignel 10 was powered by a Renault 6Q-03 air-cooled, supercharged, inverted 6 cylinder inline engine. The cockpit, enclosed under multi-part glazing, placed the pilot over the wing trailing edge. The rear fuselage was raised to continue the canopy line, dropping gently away to the tail.
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Rear control surfaces, like the ailerons are unbalanced; there is a large, centrally placed elevator trim tab. The cabin seats two side by side under a large, single-piece, forward-hinged canopy, with supplementary transparencies behind the seats where there is baggage space. Wing lockers provide further stowage space. The NG4 has a tricycle undercarriage with fuselage mounted cantilever spring legs.
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The Fleetwing was a single-bay biplane which, like the Fox II, had a lower wing of much narrower chord than the upper plane. Initially, N-type interplane struts of quite wide chord were used, though later slimmed. Upper and lower ailerons were at first linked by wire but later with a rigid strut. The wings folded for carrier storage.
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The Lignel 20 was a low wing cantilever monoplane of entirely wooden construction apart from its engine mounting. The wing had a rectangular centre section with tapered outer panels, the latter with dihedral, which gave the wing an approximately elliptical plan. It was plywood skinned, with an external fabric covering. There were split flaps on the inboard trailing edges and ailerons outboard.
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It had three-bay, narrow chord wings, with the streamlined nacelle housing the upper gunner who was armed with a Lewis gun built around the centre section of the upper wing.Bruce 1968, p. 140. Ailerons were fitted to all wings, with air brakes fitted to the lower wing. The deep fuselage housed the pilot and a second gunner to guard the aircraft's tail.
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The Spijker V.2 was a conventionally laid out single engine tractor biplane. Its wings had constant chord and no sweep or stagger. It was a two bay biplane, with two pairs of parallel interplane struts on each side and two further pairs acting as a cabane between fuselage and the upper wing. Ailerons were fitted to both upper and lower wings.
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The Victor had fully powered flying controls, i.e. ailerons, elevators and rudder, with no manual reversion which, therefore, required a back-up system, i.e. duplication. Since they were fully powered an artificial feel unit was needed, fed by ram air from the pitot in the nose. The control system was duplicated in flying control units which received pilot and autopilot demands.
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Other than the vertical stabilizer, it was configured as a conventional two-bay biplane on twin pontoons, with two seats. The sole example of the original design, designated AS-1 had an inverted fin. After evaluation testing, the Navy ordered two aircraft, designated AS-2. The AS-2 had cruciform tails and larger radiators, and ailerons on both upper and lower wings.
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Behind the torsion box the wing was fabric covered. An auxiliary rear spar carried long span, tapered ailerons. The wing's deepened, wholly ply-covered centre-section blended wing roots into the upper fuselage. The Smyk's cockpit was immediately ahead of the wing main spar within a reinforced cut-out in the torsion box, its rear-hinged transparency closely following the wing profile.
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There were ailerons on all wings. The fuselage was oval in cross section and quite slim. The wire-braced, round-tipped tailplane carried unbalanced elevators but the small fin carried a square-topped horn-balanced rudder. The pilot sat under the wing trailing edge cutout, with the gunner behind him, his gun on a ring, mounted on the raised rear decking.
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In plan it was straight-tapered out to long, elliptical tips. It was built around a forward main spar and a rear auxiliary spar, joined by two-ply sheet to form a box-spar. Each wing had split, differential, fabric-covered ailerons mounted on the auxiliary spar. Underwing IAW airbrakes replaced the camber-changing inboard flaps and DFS airbrakes of the PWS-102.
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They were superseded by improved R-XIIIB variant, with oval fuselage top, newer machine gun ring mounting, and longer ailerons. R-XIIIA were later converted to R-XIIIB standard, and 49 were made in total (numbers 56.2 to 56.50). The first serial R-XIII was built on June 7, 1932. By March 11, 1933, all were given to the Air Force.
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The ailerons were plywood covered and unbalanced. Its fuselage was a pine framed, plywood covered hexagonal box, with the straight edged fin an integral part. The rudder was rounded and horn balanced. Though the rudder was wood framed and covered, the tailplane, mounted just above the fuselage and externally braced from below, had a tube steel structure and was fabric covered.
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Radio- control jets require an onboard FADEC (full authority digital engine control) controller; this controls the turbine, as on a full-size aircraft. RC jets also require electrical power. Most have a lithium polymer (LiPo) battery pack at 8–12 volts that controls the FADEC. There is also a LiPo for the onboard servos that control ailerons, elevator, rudder, flaps and landing gear.
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Enlarged ailerons were used to maintain rate of roll. A few prototypes were tested at the second Adlershof competition and a small production order ensued. Production was quickly terminated, however, and the D.XIV did not see active service. The D.XIV did not offer an appreciable increase in performance over the D.XII, and the Benz Bz.IVü engine was needed for reconnaissance aircraft.
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The A1 is a low-wing cantilever monoplane. The wing has straight edges, with sweep only on the leading edge, and squared tips. It is a single piece structure of light alloy construction, with Frise type mass balanced ailerons which are fabric covered aft of the spar; a ground adjustable trim tab is fitted on the port side. There are no flaps.
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The P-1 flew more than 10 times, once by a woman weighing 110 lbs., which allowed for better performance of the test flights. Many revisions were made during those test flights, including the addition of a vertical stabilizer, flaps, ailerons, and optimization of the parafoil trim. Ram air parafoils of the day had a flat profile and offered limited control.
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445 with 170 built, although 50 more aircraft were cancelled. The later Firebrand T.F. Mk 5 featured minor aerodynamic improvements and 123 were converted from Mk IVs. The final version was the Firebrand T.F. Mk 5A with hydraulically boosted ailerons to increase the aircraft's rate of roll. Two Mk 5s and five Mk IVs were converted to the Mk 5A standard.
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The Ghoppia was a cantilever mid- wing monoplane. Its straight tapered wing was built in one piece for lightness around a single spar and had marked dihedral. The outer half of the wing's trailing edge carried ailerons mounted on a false spar; trailing edge airbrakes occupied the inner portion of the wingspan. These airbrakes turned out to be rather ineffective.
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The forward wing provides around 60% of the lift. The full-span control surfaces on the forward wing serve as combined elevators and flaps. Ailerons are located inboard on the rear wing which is shoulder-mounted just aft of the pilot. The tandem layout provides positive lift from both pairs of wings; whereas on a conventional aircraft, the tailplane mostly provides negative lift.
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The wing has a span of 31 .5 feet and an area of , which gives it a wing loading of 9.5 lbs/sq ft at gross weight. The aircraft has removable wings, with single locking pins and quick-disconnect controls which can be easily hooked up and inspected from inside the cockpit. The wings have conventional Frise ailerons and slotted flaps.
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The D-13 also introduced a hydraulic boost system for the ailerons, which was later used on the Ta 152. One example of the D-13 version still exists today in the markings of "Yellow 10" of 6 Staffel/JG 26, and it has been restored to an airworthy condition"Fw190D Engine Runs." YouTube video, 16 October 20, 2008. Retrieved: 21 October 2011.
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The wing was plywood-covered ahead of the spar, forming a torsion resistant D-box, and fabric-covered behind. Exceptionally, the laminar flow wing of the Lom 58/II was dural-foil covered. The ailerons of this variant were single-piece but on all others they were divided. Three variants, the Lom 57/I, 58/I and 58/II, had flaps.
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This photo makes a good comparison with K9795. From November 1940, a decision was taken that Supermarine would start producing light-alloy covered ailerons which would replace the original fabric covered versions. However, seven months after the decision was taken to install them on all marks, Spitfires were still being delivered with the original fabric covered ailerons.Morgan and Shacklady 2000, p. 142.
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The new wing had full-span leading edge slats and trailing edge flaps with roll control achieved using spoilers rather than traditional ailerons. For storage on aircraft carriers, the F-11 Tiger's wings manually folded downwards. Anticipating supersonic performance, the tailplane was all-moving. The aircraft was designed for the Wright J65 turbojet, a license-built version of the Armstrong Siddeley Sapphire.
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As a result of this philosophy many parts were interchangeable. Due to the use of a non-tapered tubular spar, which doubled as the fuel tank, and the lack of wing washout, the wings could be exchanged left and right. The fin and horizontal stabilizers were interchangeable, as were the rudder and the elevators. The ailerons and flaps were similarly the same part.
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The interplane struts were steel tubes braced with piano wire. The tail surfaces were constructed of steel frames covered by fabric. The rudder was balanced, while the ailerons and elevators were unbalanced. The aircraft was powered by the Blackburn Cirrus II engine or similar engines in the 56 to 60 kilowatt (75 to 80 horsepower) range, driving a two-bladed tractor propeller.
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The Gnome engine was mounted, uncowled and in pusher configuration, just above the central wing. Because of the stagger the engine was shielded from spray by the lower wing. There were ailerons on both upper and lower wings. The lower wings were mounted on the top of a flat bottomed, single-stepped hull with flat sides which tapered in profile toward the rear.
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Once the spin is initiated you will level the ailerons and increase engine speed a bit to pull the aircraft around. This will in turn flatten the spin. Inverted Flat spin The same as the above but inverted. Inverted flat spins are easier to control, but can be hard to come out of due to orientation, and knowing when to stop the spin.
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There were ailerons only on the upper wings. The Pfalz was fitted with a nine-cylinder Oberursel U.II rotary engine, driving a two-blade propeller with a large spinner. The fuselage was nearly circular in cross section; smoothly covered with plywood, it tapered towards the tail. The straight edged tailplane was mounted at mid fuselage and carried horn balanced elevators with angled tips.
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During 1915, this model replaced the early B.E.2s in the squadrons in France.Bruce 1982, pp. 355–357. The B.E.2c used the same fuselage as the B.E.2b, but was otherwise really a new type, being fitted with new wings of different planform with increased dihedral and forward stagger, and ailerons replaced the wing warping of the earlier models.
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The wing can be folded for storage and the aircraft can be towed on its wheels behind a car. The wing folding mechanism does not include automatic connecting ailerons. The cockpit will accommodate a pilot up to in height and in weight. Two door options were originally available, a Piper J-3 Cub-style horizontally split door or an overhead-hinged door.
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The Armstrong Whitworth A.W.19 was one of the latter group. The A.W.19 was a single-engine single-bay biplane with unswept, constant chord wings of mild stagger. The wings were fabric covered over a structure built up around rolled-steel strip spars and aluminium alloy ribs. Both planes carried ailerons and there were automatic slots on the upper one.
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Narrow chord ailerons filled the whole trailing edge. The wing was braced on each side with parallel pairs of streamlined struts from the lower fuselage to the wing spars at about mid-span. The Aviméta 92 was powered by a variety of nose-mounted radial engines from Wright, Salmson and Lorraine- Dietrich, with powers in the range . The Bristol Titan was also considered.
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The wing trailing edge carried ailerons but no flaps. The tailplane was also straight-tapered, though with the taper more equally distributed between leading and trailing edges. The elevators were split, with a cut-out for rudder movement, and were horn balanced. The fin was also straight-edged but the broad rudder, also horn balanced, had a curved trailing edge.
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There is dihedral only on the lower wing. The wings have spruce box spars and ribs and are fabric covered. The upper and lower wings are braced together with N-form interplane struts between the spars and four short, near vertical cabane struts hold the upper wing over the fuselage. There are externally interconnected, inset ailerons on both upper and lower wings.
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They were not constructed with the usual span-length spars, but used a cellular approach. The interplane struts were not the usual single-piece shaped rods, but built up multi-piece, wide chord structures covered in canvas. There were conventional midsection "N" type struts between the fuselage and the upper wing. Ailerons were carried on both upper and lower wings.
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These were mounted with 2° of dihedral and 597 mm, almost 2 ft, of stagger. The gap between the upper and lower planes was , maintained by parallel pairs of aerofoil section struts and wire bracing. The unswept wings had a constant chord of with blunt wing tips and ailerons on both upper and lower planes. The Schoettler's empennage was also conventional.
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In planes with a suitably-positioned propeller, the propwash may provide this. Otherwise, rudder must be applied sooner while the plane still has forward airspeed. This maneuver demands there be no rolling at all but when airflow is minimal ailerons become ineffective. So as soon as the yaw is established reduce throttle to prevent the aircraft from rolling due to engine torque.
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Initial flight tests showed good performance from the wing design with a short take-off run of and low stall speed. Further tests revealed limited roll authority leading to the change from ailerons to wing warping. The S-11 won second place in a reconnaissance aircraft competition hosted by the Russian military in 1913, but no orders were ever placed for additional examples.
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Sideways movement of the column made the surfaces on both front and rear wings act together as conventional ailerons. Forward movement of the column lowered the control surfaces on the rear wing, as with conventional elevators, but also raised those on the front wing. Thus the tail was raised and the nose depressed. The rudder was operated by a conventional rudder bar.
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It proved too little, too late, because the decision had already been made to re- equip with Mustangs.Bodie 1991, p. 210. The P-38J-25-LO production block also introduced hydraulically boosted ailerons, one of the first times such a system was fitted to a fighter. This significantly improved the Lightning's rate of roll and reduced control forces for the pilot.
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It had a high-mounted, wooden-structured, cantilever wing with a trapezoidal plan, built around a single spar and fabric-covered. Ailerons and slotted flaps filled the wing trailing edges. The flaps were mechanically operated, with a maximum deflection of 37°. It was powered by a nose-mounted Continental C90 air-cooled flat-four engine, driving a two-blade, fixed-pitch propeller.
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On each side a pair of near-parallel struts braced the wing from the spars beyond half span to the upper fuselage. Very short and broad balanced ailerons were mounted at the tips. The AL 3 had a flat-sided fuselage with rounded decking, built around ash longerons and covered with plywood. The pilot sat in an open cockpit between the wing spars.
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The upper wing, which was the only one to be furnished with ailerons, was joined in the center and supported above the fuselage via an inverted 'V'-shaped cabane, while the lower wings were directly attached onto the longerons within the base of the fuselage. The tail unit used a cantilever arrangement, composed of a duralumin framework and fabric covering.
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Weyl 1965, p. 226. Instead of submitting the V.4 for a type test, Fokker produced a revised prototype designated V.5. The most notable changes were the introduction of horn-balanced ailerons and elevators, as well as longer-span wings. The V.5 also featured interplane struts, which were not necessary from a structural standpoint, but which minimized wing flexing.
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Outboard the taper was much stronger, with a taper ratio of 0.45. Here the leading edge was slightly swept but there was no dihedral. Ailerons occupied the whole of the outer panels' trailing edges. The Senior had a completely ply covered fuselage with a narrow ovoid cross section which was deep in the cockpit area but tapered progressively to the tail.
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Pitch is mainly provided by rotating these pelikan-tail fins in opposite directions so their front edges moved together or apart. Yaw is primarily supplied by rotating the tail fins in the same direction. The AMCA is designed for superior high Angle of attack (AoA) performance. Deflecting the wing flaps down and ailerons up on both sides simultaneously provided for Aerodynamic braking.
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Between these struts the inner 25% of the span has about 8° of dihedral, with 0° beyond. The central third of the span is rectangular in plan; beyond, the wing is straight-tapered, mostly on the trailing edges, out to elliptical tips. Ailerons occupy most of the tapered trailing edges. Its fuselage is a ply-covered, hexagonal section structure with deep vertical sides.
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The landing gear was reinforced with double tires for stability and safety when landing. The tail, vertical and horizontal stabilizers and the ailerons were similar to those built by Louis Blériot. The innovation that helped at landing and at recovery from stalls was something like contemporary flaps, added between the wings. Yordanov was awarded a scholarship to study abroad for his construction.
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It has a fixed-tailwheel landing gear and an enclosed cabin with two rows of side-by-side seating for a pilot and three passengers. The aircraft entered production in 1974 and was named the Strata Rocket and the Lunar Rocket. A generally similar M-6 Super Rocket was also developed with a wingspan and more fuel capacity, smaller ailerons and larger flaps.
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The spars were wooden (spruce) but the ribs metal (duralumin). Chrome-molybdenum steel, N-form struts from the spars attached the wing to the lower fuselage, assisted centrally by a short cabane. Chrome-molybdenum steel was used structurally throughout the rest of the airframe, including the differential ailerons. The engine was nose-mounted was mounted with its cylinders exposed for cooling.
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The P.W.S.8 was a wooden construction braced biplane. A fuselage was rectangular in cross-section, with plywood skin, except for an engine section, which was duralumin sheet covered. The wings were rectangular three-section, two-spar, with rounded tips, canvas covered (plywood covered on a leading edge). The ailerons were on a lower wing, which had a smaller span of 9 m.
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The wing is equipped with full span ailerons. The conventional landing gear includes sprung-steel main gear and a similarly sprung steerable tail wheel. The open cockpit design provides good visibility while taxiing. The standard engine supplied by the manufacturer for the single seat version was the Rotax 277, but it was reported that the aircraft was underpowered with that engine installed.
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The Adamoli-Cattani was intended to be the smallest practical biplane around the most powerful engine available to them, a le Rhône M. The result was a reasonably conventional design, other than that the wings featured hinged leading edges in place of conventional ailerons. The Farina Coach Building factory in Turin began construction of the prototype; the Officine Moncenisio in Condove completed it.
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Later the tailplane was restored to its former position. ;S.91/7:A new prototype with inverted sesquiplane wing configuration in which only the lower wing had ailerons. It flew on 23 December 1931 and was fitted with a Hispano-Suiza 12Mc V-12 engine. On 2 June 1932 this plane established a record of in a closed-circuit. ;S.
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The ailerons have external balance trim tabs and sealed nosegaps. Inboard, there are electrically operated Fowler flaps. The fuselage becomes slender towards the tail, where the trapezoidal tailplane is set at mid-height, the elevators having a small cutout for rudder movement. The fin is swept but the rudder has vertical edges; it extends to the bottom of the fuselage.
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Their trailing edges were entirely filled with two-part, high aspect ratio ailerons. Its flat-sided cross-section fuselage was built around four spruce longerons, transversely braced with steel tubes. They supported a light, fabric covered body formed with plywood frames and stringers. The Salmson 7AC, a seven-cylinder radial engine, was in a pointed nose with its cylinders exposed for cooling.
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Construction apart, the Cairns A was a conventional cantilever low wing monoplane. The wings, trapezoidal in plan with only slight taper out to blunted tips, carried short ailerons. The first example flew in April 1930 and was powered by a Cairns G, a licence-built, four cylinder, Gipsy I air-cooled upright inline engine. Its engine determined its AG-4 sub- type designation.
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The Be-6 was a gull-winged aircraft with twin oval vertical stabilizers on top of a deep fuselage. The aircraft was of all-metal construction except for fabric covering the rudders and ailerons. The fuselage was divided into eight watertight compartments to improve survivability. The engines were installed in the bends of the wings, with the floats on an underwing cantilever rack.
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Like many pusher ultralight aircraft the Enduro sits on its tail skid when unoccupied and on its nose skid when a pilot is sitting in the seat. No brakes are specified in the design. The controls are three-axis, with an overhead-mounted control column. The rudder and ailerons are designed to be interconnected and controlled via the control wheel.
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There were externally interconnected ailerons on both upper and lower wings. The lower wings were attached to the bottom fuselage and the upper ones supported well above the cockpits by cabane struts. The fuselage was a flat sided, wooden, cross braced girder structure. This carried a conventional fin and rudder, plus a rectangular tailplane, mounted on top of the fuselage, with split elevators.
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The crew hoped that there might be some trapped hydraulic fluid in the outboard ailerons and that they might regain some use of flight controls by unlocking them. They elected to extend the gear with the alternative system. Although the gear deployed successfully, no change in the controllability of the aircraft resulted. Landing was originally planned on the Runway 31.
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Ailerons occupied the outer halves of the trailing edge. Structurally they were of mixed construction, built around twin wood and metal spars and fabric covered. The Latécoère 14 was powered by a Renault 12Fe water-cooled V12 engine in the nose with its rectangular radiator in front of a flat-sided cowling. An oblique exhaust pipe protruded from its upper surface.
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The Curlew was an all-metal aeroplane, apart from the fabric covering of its elliptical, cantilever wing, and so an unusual light plane for its time. The wing carried short span Frise ailerons outboard. The rest of the trailing edge carried manually operated split flaps. The fuselage was a monocoque structure, built on duralumin ovals and stringers, covered with stress bearing Alclad sheet.
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The plan was roughly elliptical, though the leading edge was straight over about half the span and there was a deep, rounded cut-out in the trailing edge to improve the pilot's field of view. There was no dihedral. The wing was all wood, built around a pair of box spars apart and plywood covered. Its ailerons occupied almost 60% of the span.
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The flat undersides curved up towards the nose, reaching just beyond the propeller and the aft ends were under the ailerons. There was no step. Each float was attached with four aluminium tube struts, two leaning inwards to the lower fuselage longeron and two outwards to the wing spars. They were constructed of wood, with ash frames and mahogany plywood covering.
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Its inset ailerons were long and narrow. The fuselage of the Challenger was built around a rectangular cross- section chrome-molybdenum steel frame and given an oval cross-section by bulkheads. The cabin region was plywood skinned; aft, formers and stringers were fabric covered. One of the three , six-cylinder Curtiss Challenger radial engines was in the nose under a wide-chord fairing.
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The Song is made from composites. Its polyhedral wing comes in two optional spans: (with flaperons) and (with ailerons and either spoilers or flaps). Standard engines available are the Bailey V5 four-stroke and the Verner JCV 360 four-stroke powerplant. Randall Fishman of Electric Aircraft Corporation produces an electric-powered version of the Song, the Electric Aircraft Corporation ElectraFlyer-ULS.
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Developed from the PWS-12 and PWS-14 trainers, the PWS-16 two-seat biplane design introduced a number of improvements particularly improved ailerons. A variant designated PWS-16bis had a revised fuel system to allow inverted flight. It had also improved aerodynamics and its silhouette changed. The aircraft entered service with the Polish Air Force training units between 1933 and 1934.
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The Peyret was a high, braced wing monoplane. Its two-piece wing was rectangular in plan apart from slightly angled tips; each part was built around two duralumin tube spars. The half-wings were braced by pairs of near- parallel struts from the lower fuselage longerons to the wing spars at about 60% span. Their full span ailerons had a constant chord of .
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They carry rod actuated ailerons and electrically powered Fowler flaps. The fin and unbalanced, tab-assisted rudder are swept and the tapered tailplane carries a single-piece tapered elevator. All manual controls are integrated in the UAV's own control drives. The outer wing panels and horizontal tail are metal structures; the wing centre section and the vertical tail are composite.
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The Sky Baby was designed by Ray Stits and built with Bob Starr as a follow-on to the Stits Junior midget racer. The aircraft is an enclosed single engine negative staggered cantilevered biplane with conventional landing gear. The fuselage is constructed of welded steel tubing with aircraft fabric covering. The upper wings have flaps, the lower wings have ailerons.
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Rectangular plan ailerons, extending to the tips, were fitted on both wings and were externally connected. Stabilising floats were fitted directly to the lower wing underside below the interplane struts. The L.1 had a single-step hull, built entirely of duralumin and with a slightly concave V-section planing bottom. The fuselage sides were a little rounded, flatter than the upper decking.
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The low wing has straight tapered inboard sections with increasing sweep outboard and winglets at the tips on production examples. It has a laminar flow section and 4.5° of dihedral. The ailerons are balanced and the inboard single slotted Fowler flaps have two positions. The A 210 is powered by a Rotax 912 flat four engine driving a two blade propeller.
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The flutter problems were addressed by mass-balancing, the ailerons, and by a span reduction to . The career of the SB-9 ended in 1972, when it was decided to use its wing on the SB-10 two-seater, a new design with a very different fuselage and the span increased still further with an 8.7 m (28t ft 7 in) centre section.
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Here it was used for offshore reconnaissance. During this time, some modifications were made to it, aimed at cooling and control problems: the engine cowling was removed and the long-span ailerons replaced with much shorter surfaces near the wingtips, protruding well behind the wing trailing edges. A wider-chord propeller was also added. At some point, it carried a .
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The two-spar wooden wing was made in a single piece with fabric- covered ailerons. The main undercarriage retracted rearwards into the rear of the engine nacelles, but the castoring tailwheel was non-retractable. Two Kossov M-12 engines were originally intended to be used, but they were unavailable and the Shvetsov M-11FM had to be used instead.Gordon, pp.
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Data from: Austro-Hungarian Army Aircraft of World War One ;20.15: prototype for D.I ;20.16: prototype for D.I ;20.18: prototype for D.II ;D.I :(series 128, 228, 328) Initial production variant with a 200hp (149kW) Hiero inline engine. ;D.II :(series 122, 222, 322) Improved variant with balanced elevators and balanced ailerons on the upper wings. ;D.IIa: (series 422) Powered by a Hiero 6 ;D.
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In aviation, cross-controlled flight refers to a state of uncoordinated flight where the aircraft's rudder and ailerons are working in opposite directions. Crossed controls are most commonly used in slips. Having crossed controls, as in any form of uncoordinated flight, is aerodynamically unsound and if not monitored closely by the pilot can result in a stall or a spin.
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All used the Rolls-Royce Falcon engine, but Parnall alone decided to design a side-by-side seat aircraft, with its ease of communication between instructor and pupil. The Perch had a wooden structure covered with fabric. It had wings of equal span and constant chord with no sweep but some stagger. Horn balanced ailerons were fitted to both upper and lower wings.
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Therefore, the controls are usually pushed to their maximum limit to get the plane to respond. As the aircraft stalls, the nose will begin to drop. At this point the pilot applies full or nearly full elevator, to hold the nose attitude near the horizon. While holding the ailerons neutral, the pilot applies full rudder in one direction, to induce a spin.
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The two-spar wing was made in three pieces. The center section was metal, but the outer panels were wooden with fabric-covered ailerons and veneer-covered Schrenk flaps. The wing had leading edge slats along two-thirds of its length. The main undercarriage retracted rearwards into the rear of the engine nacelles and the tailwheel retracted into the rear fuselage.
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The LeO H-23 was a flying boat with a three part cantilever high wing which was trapezoidal in plan out to roughly elliptical tips. The centre section filled just over half of the span and was very thick at the roots but the wing thinned continuously outboard over both centre and outer panels. There was about 4.5° of dihedral. Its ailerons were on the outer panels.
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Accommodation was for pilot and observer, in tandem cockpits. For each variant, the wings were constructed of laminated wood spars and ribs, covered in wood/paper laminated skins. Each wing was attached to the fuselage by a joint via which the dihedral could be pre-set before flight. Elevons were provided to act as elevators for pitch control, and as servo-assisted ailerons for roll control.
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The Mg 23, an Erwin Musger design often known as the Musger Mg 23, was an all-wood shoulder-wing aircraft. Its wing had a straight leading edge, a constant-chord inner section with taper outboard and 2.5° of dihedral. The wingtips had small tip fences. It was built around a single wooden spar and was wood covered apart from the ailerons, which were fabric covered.
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"The 1934 contest for the Deutsch de la Meurthe trophy", p.18. One of the two aircraft entered the previous years was refurbished as the Potez 532 (or 53-2), to act as a backup in the competition. The engine was uprated, its fuselage was slightly lengthened for aerodynamic reasons, the wing was further enlarged and additional flaps were installed between the fuselage and ailerons.
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The outer sections were almost triangular, though with rounded tips and set with about 7° of dihedral to keep the tips clear of the water. Ailerons filled their trailing edges. The CAMS 80 had a flat-sided fuselage. The planing underside was curved rather than V-shaped in cross-section and had two steps, one under the trailing edge of the wing and the other further aft.
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The R-22S "vizes" Június-18 was another one-off Június-18 variant, first flown in the spring of 1954. Two water tanks were built into the wings, which were entirely ply- covered and with shorter span ailerons. "Almond" tip fairings were added in 1955. The fuselage was unchanged apart from a small, dorsal fin root fairing, a more strongly curved rudder and a cantilever tailplane.
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Plane was built for landing on unprepared fields and its STOL characteristics include leading edge fixed slats, flaps and drooping ailerons. The cockpit is equipped with two flight controls. The right front and rear seats in the older version of the plane were able to accommodate two stretchers. The aircraft had floats to land on water, but they could have been exchanged for snow skis.
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Full-span ailerons were fitted, with flaps built into the innermost . The tail surfaces were straight-edged, swept only on their leading edges; their control surfaces were all horn balanced and fitted with trim tabs. The square-section, flat-sided fuselage behind the cabin was built around four dural longerons, fabric-covered and tapering rearwards. The cabin area had a welded steel structure and was dural clad.
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6° of dihedral were added after the first tests. Double ailerons of mixed wood-and-metal construction filled almost all the trailing edges beyond the engine cut-outs. The fuselage was flat-sided and bottomed and only slightly curved on the upper surface. The forward part, from the nose to about midway to the tail was an all-steel structure built on four longerons.
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The aircraft has full-span ailerons on the bottom wing that droop together when the stick is pulled back, giving the same effect as flaps in the landing flare. is sufficient to power the design and it does not require larger engines. Since the Rotax 277 has been out of production for many years engines such as the 2si 460 or Hirth F-33 are often used.
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Buttler 1999, pp. 58–59. While the Firecrest was faster than the Firebrand, and gave its pilot a much better view from the cockpit, it was otherwise disappointing, with test pilot and naval aviator Captain Eric Brown claiming that the Firecrest was even less manoeuvrable than the sluggish Firebrand, while the powered ailerons gave lumpy controls, leading to instability in turbulent air.Brown 1978, p. 47.
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Its extended-span wing employs a NACA 2412 airfoil, has an area of and mounts large slotted flaps. The aircraft can be equipped with engines ranging from . The standard engine used is the Continental IO-520 four-stroke powerplant. The design includes improvements over the Cessna, including vertically hinged doors and longer span flaps combined with shorter span ailerons, in a similar manner to the Cessna 206.
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It took the form of a braced shoulder-wing monoplane with fully moving wingtips and a single pusher propellor. If both tips were moved in the same way they functioned as elevators, in opposite ways then as ailerons. It was designated the Mk. IA or IB according to which engine was fitted. It and subsequent models flew initially from RAF Andover, the Mk. IA flying in 1928.
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The span wing employs a Wortmann FX60-157 airfoil and mounts Fowler flaps. The wings are mounted on the fuselage with a single cam-pin and the ailerons and air brakes hook-up automatically. The fixed landing gear consists of a narrow track pair of rubber-suspended main wheels, a nose wheel and a tail caster. The main wheels incorporate lever-actuated drum brakes.
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The American Moth is a strut-braced, high-wing monoplane with conventional landing gear and a tandem open cockpit, requiring the front passenger to enter through the removable backrest between cockpits. The fuselage is made of welded steel tubing with fabric covering. The tapered wings use spruce spars with aluminum wing ribs. The ailerons and elevators used aluminum push-pull tubes rather than cables for control deflection.
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The Ailerons were an English indie rock band featuring Charity Hair, Daniel Beattie, Dave Rowntree, Grog Prebble and Mike Smith. In 2006, they were brought into public view due to their song, "Dig a Hole" being featured as iTunes' free single of the week. The song was from the band's only EP, Left Right. Charity Hair has also worked with Shelly Poole on some songs.
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Sturtivant, p. 301 Production orders for 150 aircraft were placed to be built at Heaton Chapel; the first ten aircraft were intended to use Bristol Centaurus radial engine, Centaurus 59 engines on the next 22, and Centaurus 60s of the remainder.Buttler, p. 59 In addition, the flaps were to be enlarged and lateral control was to be provided by spoilers with small "feeler" ailerons.
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The forward spar had four of these strips, the rear two.Flight 1 January 1920 p.11-4 The P.10 was displayed at the Paris Salon d'Aeronautique in 1919 without its fabric covering, the wing construction was in plain view. There were interconnected ailerons on both wings. The P.10 had a small fin, which with its horn balanced rudder formed a teardrop shape.
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It has low aspect ratio straight tapered wings with blunt, almost square tips. Ailerons are assisted by external spades. The empennage is also straight tapered, with a forward set tailplane mounted on top of the fuselage, far enough forward on the fin to require only a small cut-out for movement of the deep rudder. Both elevators have trim tabs and the rudder is horn balanced.
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Sud-Aviation and its SOCATA subsidiary manufactured 267 units by the end of 1969, when production was terminated. The all-metal design has a low- mounted cantilever wing with four mechanically operated Fowler-type trailing- edge flaps and two Frise-type ailerons. The tricycle landing gear partially retracts, with all wheels retracting rearwards. (A little more than half of each wheel remains exposed in the retracted position).
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The tips had end plates. Narrow-chord ailerons occupied about 45% of the trailing edges and there were also airbrakes. The MAI-60's wooden fuselage was ply-skinned over stringers supported by bulkheads. Its cockpit was ahead of and over the wing leading edge, with its pilot in a semi-reclined seat under a single-piece, jettisonable canopy which ran smoothly into the raised rear fuselage.
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Only the lower wing was mounted with dihedral; it also carried the M.N.5's full span, narrow chord ailerons. With wings folded, the M.N.5 was wide. The M.N.5 was powered by a Armstrong Siddeley Genet five-cylinder radial engine enclosed by a Townend ring. The mostly wooden fuselage had four longerons connected by frames, though the forward part was reinforced with steel tubes.
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The design incorporates some innovative features, including wing tip floats that retract into the wing tips and provide additional wing area and lift, a nose wheel that retracts into the nose to act as a bumper for mooring on water and drooping ailerons. The Trigull was specifically designed to compete with the Republic RC-3 Seabee, Lake Buccaneer and the SIAI-Marchetti FN.333 Riviera.
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They were arranged with considerable stagger. The wings were built around two closely spaced spars, with plywood skin from the rear spar forward forming a torsion box and fabric covering behind. Differential ailerons were mounted only on the lower wings. The wooden, rectangular fuselage was plywood-covered to just behind the pilot's seat and fabric- covered further aft apart from a curved plywood decking behind the cabin.
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The SPCA 10 was a parasol wing three-engined flying boat of all-metal construction. Its one-piece wing had a rectangular central region and trapezoidal outer areas, the latter carrying narrow ailerons over the whole of their trailing edges. The primary wing structure had a pair of steel spars and duralumin ribs. Unlike the rest of the aircraft, the wing was fabric covered.
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The ailerons were steel framed and fabric covered. Between them and the engines were Schrenk type landing flaps. The 85/95 hp (63/71 kW) Walter Minor four cylinder inverted in line engines were cantilevered from the rear spar on steel frames, with fairings both above and below the wings. The flat sided fuselage was built on a steel tube framework, narrowing to the rear.
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The Roma was designed by Angelo Mori and built by the Grupo Volo a Vela Tommaso Dal Molin () in Varese. It was a cantilever high-wing monoplane, its high aspect ratio, single spar wing constructed with a wooden frame and covered in plywood and fabric. It was mounted with some dihedral and in plan was straight tapered with elliptical tips. Ailerons occupied about half the span.
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Ailerons occupied the whole trailing edges of these outer panels; there were no inboard flaps or air brakes. Its wood-framed, plywood-skinned fuselage was deep-sided and hexagonal in cross section, tapering markedly towards the tail. The wing was mounted on a pedestal which continued only briefly behind the wing. The pilot's open cockpit was immediately ahead of the pedestal and below the wing leading edge.
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The fabric-covered wings had composite steel-and- wood spars and were designed as cantilevers, without bracing wires, and were parallel-chord with raked tips and deep full-span ailerons, which accounted for about 20% of the wing's chord. The undercarriage was operated by a handcrank and chain drive, the legs being housed in channels in the fuselage and the wheels within the wing roots.
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The central 25% of their span, between the booms, had constant chord. Immediately outboard they had a wider chord and beyond were double straight tapered to rounded tips. They carried almost full-span, narrow-chord Frise ailerons. Forward, the slim, square section and untapered tail booms blended into the wings at about mid- chord, the aft ends carrying a constant-chord tailplane slightly above them.
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The wing was built in three parts, with a short, rectangular inner section within the fuselage and two dominant, tapering outer panels. Each outer panel was built around a spruce box spar and the wing surface ahead of it was plywood, forming a torsion resisting D-box. Behind the spar the wing had fabric covering. The M-5's ailerons were long and narrow.
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A variant with separate flaps and ailerons and a slightly taller tail, the LS3a, was introduced in 1978. This version did away with the flaperon mass balancing, making each wing about 10 kg lighter. A span extension to 17-metres was later developed for this version. Although not very successful due to speed and ballasting limitations, these extensions pioneered a trend that has become extremely popular.
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It was a single bay biplane with wings of slight stagger and sweep. The lower wing was a little smaller both in span and chord; because of these differences the interplane struts converged noticeably towards the lower wing and the outer pairs leaned slightly outwards. Ailerons were only fitted to the upper wing, which also had leading edge slots. The wings could fold for on-ship storage.
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The wings carried ailerons immediately outboard of Miles split trailing edge flaps in two sections on each wing. The main undercarriage was attached at the lowest point of the wing, keeping the legs short; they retracted backwards, with the wheels rotating into the plane of the wings. A tail wheel was fitted. Both rudder and elevators were horn balanced and fitted with trim tabs.
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There was no stagger on the leading edges, though the lower wing was smaller both in span and chord. Each upper wing tip was supported over the fuselage by a N-form strut, one foot at mid-fuselage and the forward one higher. The lower wing was conventionally attached to the lower fuselage. The half span, broad and horn balanced ailerons were on the upper wing only.
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The D.XV was last of the series of biplane fighters and notably different from their earlier aircraft, with both mainplanes clear of the fuselage and without flying wires. The lower wing was the smaller of the two both in span and chord and had elliptical tips. The upper wing was square tipped and fitted with ailerons. Both were single piece from tip to tip.
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Mounted on the upper fuselage longeron, it was wire braced from above via an inverted-V cabane and from below to the lower longeron. Short ailerons reached the tips. At the rear a broad fin occupied the gap between the upper and lower longerons and had a short, triangular extension above. An almost rectangular rudder ran upwards from the bottom of the fin, extending well above it.
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The 1601 was a cantilever mid-wing monoplane with a 33° swept wing. The wing was fitted with ailerons, spoilers, leading edge slats and trailing edge flaps. It had retractable tricycle landing gear and was powered by two Rolls-Royce Derwent turbojets in underslung, wing mounted nacelles on either side of the fuselage. It had an enclosed cockpit and was fitted with a Martin-Baker ejection seat.
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Behind the spar the wing was fabric-covered apart from a ply reinforced region at the join over the fuselage. The wing was trapezoidal in plan out to rounded tips, with differential ailerons over more than half the span. Its fuselage was an oval- section, semi-monocoque plywood structure with the wing mounted above it on a faired pylon. Its enclosed cockpit was ahead of the pylon.
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The Waco 9 was the first of the steel-tubed fuselage aircraft designs to be built by the Advance Aircraft Company, which became the Waco Aircraft Company circa 1929. The Model 9 was a three-seat open cockpit biplane with the ailerons on the upper wings extending outboard of the main wing surfaces. About 270 Model 9 aircraft were built during 1925 and 1926."WACO." Aerofiles.
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Crane, Dale: Dictionary of Aeronautical Terms, third edition, page 132. Aviation Supplies & Academics, 1997. The centre stick is a part of an aircraft's flight control system, and is typically linked to its ailerons and elevators, or alternatively to its elevons, by control rods or control cables on basic aircraft. On heavier, faster, more advanced aircraft the centre stick may also control power-assist modules.
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Its ailerons, also fabric-covered, fill less than half the trailing edge. The glider has a pod-and-boom fuselage, constructed with techniques learned in canoe building. Both pod shell and boom, made separately, were shaped by glueing crisscrossed layers of veneer strips round a former and held down within a vacuum bag. The resulting shell was then stabilised by oven-baking for up to a day.
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Ahead of the pilot, the fuselage bays were built from steel rather than wood spars. The single-axle main undercarriage carried wheels with disc brakes; there was a central skid to prevent nosing over and fenders under the wingtips. The tailskid was steerable and sprung. The Seely was a three-bay biplane with greater wing area than the Tourer, with ailerons on both upper and lower wings.
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The Bristol Babe was the creation of Frank Barnwell, a flying enthusiast as well as Bristol's chief designer. It was aimed at the private owner flyer and was a small single-engined single-seat biplane with unswept staggered single-bay wings of unequal span. Full-span ailerons were fitted on the top wing only. The fuselage was plywood-skinned, with fabric covering it for protection.
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As the machine is righted the aviator comes back to an upright position, and the ailerons become level once more. There are other controls which the pilot must operate consciously. In the Curtiss machine these are levers moved by the feet. With a pressure of the right foot he short-circuits the magneto, thus cutting off the spark in the engine cylinders and stopping the motor.
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These movable portions acted as large ailerons, or as Republic called them, tiperons. To keep the surface area in front and behind the pivot point somewhat similar, the split line was closer to the fuselage in front of the pivot. Large conventional flaps ran from the fuselage to the tiperons. Hard points for drop tanks were available at about of the way out from the wing root.
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Its ailerons were long and narrow, covering half the span. The inner parts of the wing carried mid-chord air brakes similar to those used on the influential DFS Olympia Meise. The Tobia had an oval, almost circular cross section, fabric covered fuselage. Its long cockpit was centred on the wing leading edge and was covered by a single piece, teardrop shaped perspex canopy.
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The wing uses a stressed-skin ply-covered structure using spruce flanges and ply webs. The spars are assembled upon a single jig, while others are used for the elements of the leading edge and trailing edge. Similar construction to the centre section is also used in the outer panels. The wings are outfitted with hydraulically-operated split flaps, which extend between the ailerons.
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An Avro 707A in flight, 1951. The 707 was a "proof-of-concept" delta design that was principally the work of Stuart D. Davies, Avro chief designer. The diminutive experimental aircraft initially incorporated a wing with about 50° sweep, without a horizontal tail on a fin with trailing edge sweep. The trailing edge of the wing carried two pairs of control surfaces: inboard elevators and outboard ailerons.
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The wings of the Dove were strongly tapered to a narrow tip, though the straight leading edge was only slightly swept. Wide span ailerons covered much of the straight, forward swept, trailing edge. The wing was built around a main wooden box spar transversely braced to a subsidiary rear spar and plywood covered from the latter forward. Behind this rear spar the wing was fabric covered.
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The R-10 Szittya III was the final variant and was also first flown in 1938. The wing span was increased by and its area by 4%. The dihedral of the inner panels was reduced and the plan changed by new, longer ailerons with straight edges. The wing was no longer pedestal-mounted but placed directly upon a remodelled, raised fuselage which tapered gradually aft.
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"Cronologia de Santos Dumont" (in Portuguese). santos- dumont.net.Retrieved: 12 October 2010. The next year Louis Blériot flew the Blériot VII, a tractor monoplane with full three-axis control using the horizontal tail surfaces as combined elevators and ailerons. Its immediate descendant, the Blériot VIII, was the very first airframe to bring together the recognizable elements of the modern aircraft flight control system in April 1908.
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These panels were braced by a pair of parallel struts from the lower fuselage longeron on each side. Close to the fuselage the trailing edge curved forward to join a narrow chord centre section, improving the field of view from the cockpits. This section was supported over the fuselage by four inclined cabane struts from the upper fuselage longerons. Long-span ailerons were controlled via spades.
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The cabane structure was built up of four tubular steel vees which angled out from the fuselage to connect both upper and lower longerons to the upper wing spars. Overhung ailerons were used on the upper wing only. The fin carried a rounded, balanced rudder smoothly profiled with it, which bottomed well above the elevator. The undercarriage was similar to that of the first D.XVs.
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The D.VI was a single-seat biplane fighter which featured a slab-sided plywood-covered fuselage as well as an almond- shaped rudder. Unlike the LVG D.V, the D.VI had more conventional wings, the upper wing being larger and having curved tips and ailerons, and the lower wing being smaller and being swept back. The wings were connected by I struts, with wire cross bracing.
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The central and outer panels were distinguished by the lack of dihedral on the former; both had straight, unswept leading edges but the trailing edge of the outer panels was curved, producing a roughly elliptical plan. Like the Lignel 20 the 46 had somewhat inset ailerons and split flaps. The Lignel 46 also had unusual, very small fixed leading edge slots at the wing tips.
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The Skylite is constructed with a welded 4130 steel tube fuselage, with the wings built from riveted and gussetted aluminum tubing. The wing ribs are made from angled aluminum and have an spacing between them. All surfaces are covered in 1.6 oz aircraft fabric finished with latex. Its span wing is supported by "V" lift struts and jury struts and features full-span ailerons.
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The model SX was introduced to provide incremental design improvements over the XA. Primarily the SX eliminated the cable-bracing and replaced it with V-struts featuring jury struts. The wings feature full-span ailerons. The fuselage was completely redesigned and features a new hull shape that can better handle higher wave conditions. The landing gear can be pivoted up for water landings, rather than removed.
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The wood skinned wings, which are straight tapered and built around box spars and D-section leading edges, carry 2° of dihedral. There are wooden ailerons but no flaps. The fuselage is built around four 3/4 in (19 mm) square longerons, with diagonal bracing and ply formers. The skin is 1/16 in (1.6 mm) ply, with flat surfaces apart from curved decking.
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The Z.515 (Z denoting a Zappata design) was the result of a requirement for a reconnaissance seaplane with light bombing capability. It was smaller and lighter than the established CANT Z.506 reconnaissance bomber, which was a three engine aircraft. The Z.515 was a cantilever low wing monoplane with straight tapered wings of noticeable dihedral and rounded tips. There were flaps inboard of the ailerons.
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The wings carried no stagger and were of equal span, though the lower wing was narrower. There were horn balanced ailerons on all wings. The empennage was of biplane configuration with a balanced elevator on the upper plane and containing three balanced rudders. The square section fuselage placed the pilot's cockpit well forward of the engines and a third gunner's position in the extreme, slanted nose.
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The Potez 26 was a lighter, smaller span, single-seat fighter version of the two-seat biplane Potez 25 reconnaissance aircraft. Both types were sesquiplanes with markedly smaller lower wings. Both upper and lower wings were rectangular in plan, with long-span ailerons only on the upper plane. They were single bay biplanes, their wing interconnected by N-form interplane struts assisted by wire bracing.
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The pilot's seat back was armored and he was protected by an armor plate to his front and a bulletproof windscreen. Three fuel tanks were positioned ahead of the cockpit and one behind it with a total capacity of of fuel. The removable, mid-mounted wings used several different laminar flow airfoils over their span. Each wing had a single spar, slotted flaps and ailerons.
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Both sets of interplane struts leaned outwards, the outer ones more so. Both wings carried ailerons and the upper planes had leading edge slats. The wings joined the fuselage top and bottom with no gap, the pilot sitting just ahead of the leading edge in an open cockpit and the observer sitting well behind the trailing edge. A conventional tail carried balanced rudder and elevators.
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The aircraft had a large cruciform stabilizer in order to improve directional stability for low-level flight. Split ailerons were fitted that could be used as airbrakes. When these airbrakes were operated asymmetrically in conjunction with the aircraft's rudder, sideways control forces could be applied (and the aircraft moved sideways) without yawing or banking, easing weapon aiming.Fink Aviation Week & Space Technology October 2, 1972, pp. 45–46.
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Spoilers were mounted on the bend, behind the front spar and opening above the wing. The outer panels had no dihedral but were strongly tapered, swept mostly on the trailing edge with a taper ratio of 0.42. Ailerons occupied the whole of the outer panels' trailing edges. The Junior had a completely ply covered fuselage with a narrow ovoid cross section which tapered progressively to the tail.
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The Sirocco nG features a V-strut-braced high-wing, a single-seat open cockpit, fixed tricycle landing gear and a single engine in pusher configuration. The aircraft is made from composites. The nG model, which first flew in May 2009, has an all-new composite wing of shorter span, and an area of , with ailerons that replace the earlier spoilers. The fuselage is all composite.
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Tricycle landing gear were used, with the main legs retracting into blisters on the fuselage sides. In normal parked configuration it would appear to be a conventional cargo plane. For V/STOL operations, the aircraft "converted" by tilting its wing to the vertical. Roll control during hover was provided by differential clutching of the propellers, while yaw used the ailerons, which were in the airflow.
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The Goliath was initially designed in 1918 as a heavy bomber capable of carrying of bombs with a range of . It was a fixed-undercarriage three-bay biplane of fabric-covered wood construction, powered by two Salmson 9Z engines. It had a simple and robust, yet light structure. The wings were rectangular with a constant profile with aerodynamically balanced ailerons fitted to both upper and lower wings.
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The BN-1 was a conventionally laid out wooden single seat glider, with a high mounted cantilever wing . This had an aspect ratio of 19 and was built around a single I-section spar with 2° of dihedral. The leading edge and upper surface was formed from plywood, the underside fabric covered. The ailerons were wooden framed with fabric covering; the spoilers were wooden.
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Only the lower wing was set with dihedral (2.5°). Ailerons on upper and lower wings were externally interconnected though, unusually, port and starboard pairs could be separately controlled. The fuselage was a fabric-covered, trussed steel tube structure with the readily available Curtiss OX-5 water-cooled V-8 under a rather pointed cowling in the nose. Its honeycomb radiator was mounted under the upper wing.
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The Cobra was a cantilever low wing monoplane with a wooden structure covered in plywood, which had an outer thin aluminium skin bonded to it. The single spar wings had a maximum thickness to chord ratio of 16.5%; in plan they were unswept and straight tapered. There was 6° of dihedral. The ailerons were fitted with electrically operated trim tabs and the inboard flaps were hydraulically powered.
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The Villiers V was a single bay biplane braced on each side by a single, faired duralumin interplane strut which leant outward to support the upper overhang and forward because of significant stagger. Four cabane struts supported the upper centre section close to the fuselage. Ailerons were fitted only on the upper wing. The Villiers V's fuselage was a flat sided, plywood covered monocoque.
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The first hotliner was Hans-Dieter Levin's Aeronaut Sinus, described in a German magazine. Originally, hotliners were electric sailplanes with remotely controlled ailerons, capable of flying faster than the models of the period that only had rudder and elevator controls. Levin tested his Sinus with a Speed 600 motor and an 8x4.5?(diameter(inches)/pitch(incher per revolution)) prop and a 7 cell NiCad battery pack.
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Both wings were essentially rectangular in plan, with blunted tips. They had wooden structures, each with two spars, and were fabric covered apart from the demountable wingtips which were covered in light metal. Ailerons were confined to the lower wing but filled its entire trailing edge. Its rectangular cross- section fuselage was built around four ash longerons joined by spruce frames and plywood covered.
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The wing was built around two wooden box spars; its ribs were also wooden and the skin was birch plywood. Long ailerons filled much of the outer panels' trailing edges. Like the wings the fuselage was wooden, with four longerons defining its flat-sided form; it, too, had stressed birch ply skin. A Train 4T four-cylinder, air-cooled, inverted straight engine drove a two-blade propeller.
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Early animation video made by the NTSB based on the Flight Recorder data. Note the correlation between the control yoke position and the bank angle. Cockpit view of accident based on information from the flight data recorder. When the rudder reversal occurred, the aircraft was flying at or below "crossover speed", a given speed at which an aircraft's ailerons can counteract a fully deflected rudder.
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The center wing box, outer wing box, wing panels, flaps, and ailerons are planned to be built in Xi'an, China; the center fuselage sections are planned to be built in Hongdu, China. Aluminium- lithium alloys account for 8.8% of the structure and composite materials for 12%. The air frame will be made largely of aluminium alloy. Aircraft design and assembly is performed in Shanghai.
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They carried differential ailerons and trailing edge flaps. The fuselage structure and that of the conventional tail unit was similar, though the rudder and elevators were fabric covered. The fuselage was built in two sections, bolted together behind the wing trailing edge. The rear section tapered towards the tail, where the tailplane was fitted on its top and the fin blended in with a curved leading edge.
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A further two tractor biplanes were built for the RNAS, being delivered in August and September 1913, with the original hybrid being rebuilt to a similar standard. Following tests of a Tractor Biplane fitted with ailerons instead of wing warping for lateral control,Robertson 1970, p. 35. a further nine aircraft were ordered for the Royal Flying Corps (RFC) in September 1913.Mason 1982, pp. 78–79.
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The large increase of power raised the Aristocrat's cruise speed up to . One 102-E was fitted experimentally with full-span Zap flaps and retractable Zap ailerons (spoilerons) by NACA in 1932-3. A photograph shows that this 102-E, at least, had a much-modified undercarriage with the wheels on simple V-struts and with vertical shock absorber legs to the forward wing spars.
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The wings were stress skinned with aluminium with only the ailerons and tail control surfaces fabric-covered. The two sets of four Browning machine guns were housed in the outer wing sections. The undercarriage was mounted about halfway along the centre section and retracted cleanly inwards into the wing; the tailwheel was also fully retractable. In contrast to the Type 133, the fuselage was a monocoque structure.
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Work on the wings was done with assistance from Rolf Schmid from Technoflug. Repairs were finished by 2002, with the aircraft flying again on 15 May of that year. Damages were discovered on the aileron hinges in 2014, leading to a complete replacement of the ailerons. The aircraft was again taken out of service in 2016 due to damages to one of the wings.
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Each wing carried three control surfaces. Near each tip, close behind and parallel to the leading edge there was a large, rectangular plan interceptor. These were operated differentially by pedals which also controlled the rudder and were used to make flat turns. Inboard of the interceptors, each outer panel trailing edge carried two broad-chord control surfaces that acted as both ailerons and elevators.
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The prototype was built in Pasadena, California in 1920 by G.E. Barnhart, an engineer for the Handley Page program. The "Wampus-Kat" was a twin engine conventional landing gear-equipped biplane with folding wings. There are ailerons on both upper and lower wings. The wooden fuselage had a small nose-mounted door that allowed access for four passengers inside and one pilot in an open cockpit above.
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The top of the hull was rounded, with a single-seat open cockpit near the nose. The wings had steel spars and were mounted on the top of the fuselage, with pairs of bracing struts to the chines. The wings carried full-span ailerons which could be drooped together, flap-like, for landing. There were stabilising floats near the wingtips in trouser-like fairings.
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An aerobatic variant, the 10 Dash 200, is powered by a 180-200 hp engine. A competition aerobatic variant, the 10 Dash 300 can be fitted with either a or Lycoming engine with a three-bladed propeller. The 10 Dash 300 has a longer fuselage and longer-span wings with full-span symmetrical ailerons. A tandem two-seat variant, the 20 Dash 300, also joined the family.
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N.A.G. six-cylinder German-designed > and British-built engine, the radiators being fitted to the inter-plane > struts on each side of the nacelle. The construction was of wood and fabric, > and the wings were equipped with ailerons. The float structure was > redesigned while the H.L.1 was being completed, and the machine was test- > flown by E. C. Gordon England. Span. 60 ft.
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The aircraft is made from molded fiberglass epoxy composites, including Kevlar, carbon-fiber-reinforced polymer and high-density foam. Its span wing is built with a carbon epoxy spar, with the rest of the wing built from foam and covered with doped aircraft fabric covering. The wing features tip rudders and ailerons combined with spoilers for roll control. Pitch is controlled by the canard surface.
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The aircraft is of all-metal construction, with cantilever mid-wings with detachable tips. The leading edges are swept- back, and the stressed-skin wings have flaps inboard of the ailerons. The fuselage is a monocoque structure, with a hinged nose to allow loading of a stretcher or other awkward loads. Seating can be arranged for one pilot and five passengers, or two pilots and three passengers.
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The Edelweiss is a 15 m class, single seat, shoulder wing sailplane with a butterfly tail, built mostly from wood. The wing has a single spar and is skinned with 8 mm foam-bonded plywood. It has almost constant chord; it had forward sweep on the two prototypes but production Edelweiss have unswept wings. The ailerons are metal and are shorter on production aircraft.
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The Crossover has a largely epoxy resin and carbon fibre structure. The three part wing has a rectangular plan, span central section and detachable trapezoidal outer panels, each either or long for the and span variants respectively. The wingtips have tall, narrow winglets. The trailing edge of the inner section is filled by two-section, double slotted, electrically driven Fowler flaps, with ailerons on the outer panels.
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Long-span cantilever outer panels were strongly straight-tapered in plan and also tapered in thickness from below, giving the Adler 4° of dihedral. The wings were built around pairs of trellis type spars and covered with corrugated duralumin. High aspect ratio ailerons filled the outer halves of the trailing edges. The fuselage of the fuselage was based on a cross-braced, rectangular section steel frame.
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The inner flap section lowered the stalling speed and the arrangement became known as the Doppelflügel, or "double wing".Jackson 1960, p. 100. The outer sections of this operated differentially as ailerons, projecting slightly beyond the wingtips with control horns. The strutted horizontal stabilizer carried horn-balanced elevators which again projected and showed a significant gap between them and the stabilizer, which was adjustable in-flight.
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The Air Ministry remained interested in the Wizard and gave Westland a contract to further develop the Wizard. It was fitted with a new, all-metal wing of increased span and reduced chord. In order to improve the view for the pilot, the wing was fitted with a much thinner centre section and was mounted on more conventional cabane strutting. It had new inset ailerons.
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The first DFW D.I prototype was similar to the DFW Floh with the exception of a 160 hp Mercedes D.III engine with a car-mounted radiator on the nose. The second prototype appeared months later fitted with twin Spandau machine guns, while the third prototype featured ailerons on the upper wingtips. The D.I first flew in 1917, leading to development of the DFW Dr.I triplane.
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ESCs designed for radio-control airplanes usually contain a few safety features. If the power coming from the battery is insufficient to continue running the electric motor the ESC will reduce or cut off power to the motor while allowing continued use of ailerons, rudder and elevator function. This allows the pilot to retain control of the airplane to glide or fly on low power to safety.
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This was a hard, sudden and very dangerous act for the enemy fighter on his tail to follow. Beurling would also ram both ailerons and rudder into a sudden and violent turn, causing his Spitfire to flip over and drop like a stone. Only a very experienced (or crazy) pilot would pull such stunts more than once or twice. Beurling made them a matter of habit.
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The production prototype, designated MAI-890, followed the next year and production began in 1991. Since then two seat and agricultural versions have been produced. The MAI-890 has a structure of mixed aluminium, titanium and steel alloys and is fabric covered. It is an unequal span biplane with a straight lower wing of constant chord and some dihedral, which carries full span ailerons.
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Despite the partial overlap in names between the Biposto Roma and the earlier BS.12 Roma they had little else in common. In plan, about half of the span of the BS.24's wing was unswept and had constant chord; the outer panels were straight tapered to rounded tips. Ailerons occupied all the trailing edges of these outer panels. There was no dihedral.
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Its parasol wing was unswept and of constant chord, carrying half span ailerons. The wing was supported from below by a fore and aft pair of inverted V-form struts from the upper fuselage longerons to its centreline. These struts also supported a longitudinal inverted V kingpost to which landing wires were attached. Flying wires braced the wing from below to the lower fuselage.
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Ibis GS-700 Magic ;GS-700 :Base model for the Latin American market with a gross weight and optional Junkers ailerons and leading edge slats. It was Australian RA-Aus certified on 16 April 2009 at gross weight. ;GS-700 LSA :Model for the US LSA category with a gross weight. ;GS-700 ULM (also called LV) :Model for the European microlight category with a gross weight.
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There were simple parallel cabane struts between the upper wing centre section and the upper fuselage longerons. Ailerons were fitted only to the upper wing. The C.27 was powered by an Le Rhône 9C nine cylinder air-cooled rotary engine, driving a two blade propeller and with a cowling which surrounded its upper three- quarters. Behind the engine the fuselage had a cross-braced beam structure.
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The wing plan was strongly straight tapered, largely on the trailing edge, ending in elliptical tips; there was also strong taper in thickness. Covering was a mixture of plywood and fabric. Long ailerons occupied more than half the span. The Alca's flat sided fuselage was deep from the nose to behind the wing trailing edge where the underside swept upwards, producing an almost boom like rear fuselage.
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The airframe of the C2 was virtually identical to the model C1. Differences included an aileron control system that actuated the single set ailerons on the upper wings via torque tubes internal to the upper wings rather than from vertical push-pull rods connected to the lower wings. All further C-series Stearmans had this system. Various types of engines were installed on C2 aircraft.
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This wing design proved to be very inefficient. Power was provided by a Clerget 9Z nine-cylinder air cooled rotary engine and it was to be armed with two Vickers machine guns. The original version had two cabane struts of long chord length supporting the upper wing. Four similar type interplane struts were used between the upper three wings, all of which had ailerons.
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It can be visualized as making a loop of ribbon, hence the name it is given (there is an animation depicting a loop on the bottom of this page). A roll is simply rotating the plane about its roll axis, using the ailerons. It can be done in increments of 360 degrees (i.e. four short 90 degree rolls will bring the aircraft back to its upright position).
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The ailerons (on the lower wing only) on a Tiger Moth are operated by an externally mounted circular bellcrank, which lies flush with the lower wing's fabric undersurface covering. This circular bellcrank is rotated by metal cables and chains from the cockpit's control columns, and has the externally mounted aileron pushrod attached at a point 45° outboard and forward of the bellcrank's centre when the ailerons are both at their neutral position. This results in an aileron control system operating with barely any travel down at all on the wing on the outside of the turn, while the aileron on the inside travels a large amount upwards to counteract adverse yaw. From the outset the Tiger Moth proved to be an ideal trainer, simple and cheap to own and maintain, although control movements required a positive and sure hand as there was a slowness to control inputs.
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The rear fuselage was heavily re-designed, featuring altered tapering, while involved a move aft of the rear bulkhead to create additional capacity; this same design change was later transferred back to later variants of the A300, such as the A300-600 and A330/A340 fuselages. The A310 also had a different emergency exit configuration, consisting of four main doors (two at the front and two at the rear of the aircraft), and two smaller doors over the wings. The wing of the A310 was redesigned, possessing a reduced span and wing area and incorporating simpler single-slotted Fowler flaps designed by British Aerospace shortly following its decision to join the Airbus consortium. Other changes to the wing included the elimination of the outer ailerons, which were occasionally referred to by the manufacturer as being "low speed ailerons", and the addition of electrically-actuated spoilers.
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Flying Magazine noted that the Rallye is "a very nice- landing aircraft". The Rallye is equipped with a cantilever wing, which incorporated interconnected full-span automatic leading edge slats, wide-chord slotted ailerons, and wide-span Fowler-type trailing edge flaps. The combination of full-span slats and large Fowler flaps provided the aircraft with its capable slow-speed flight performance. Fuel is also internally carried within the wings.
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On the Fairey-built aircraft, the entire trailing edge of each wing was hinged along the rear spar, lowered by rotating a handwheel in the cockpit. A differential device ensured that the flaps could still be actuated as ailerons; thus, lateral control was maintained. In this modified form, the aircraft was known as the Fairey Hamble Baby. Production Hamble Babies differed in appearance from those built by Sopwith and Blackburn.
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High aspect ratio, unbalanced ailerons filled the outer panels' trailing edges. The wing was built around two І-section spars. Like other Wibault aircraft built before the Wibault 280, the ribs projected through the wing surface, which was constructed from metal strips with turned up edges. The Wibault 220 was powered by two Gnome-Rhône 9Ac Jupiter nine-cylinder radial engines, each wing-mounted under the outer centre-section.
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The C.65 was a conventional wire braced, two bay biplane, with equal span wings mounted without stagger. The interplane struts were in vertical, parallel pairs and vertical cabane struts joined the upper wing centre section to the upper fuselage longerons. There were ailerons only on the upper wings. The C.65's engine was a Clerget 9B nine cylinder rotary, cowled and driving a two blade propeller.
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In 1918 Zerbe arrived in Fayetteville to begin work on passenger aircraft for local businessmen. The aircraft, completed in 1919, was a positive staggered equal span quadruplane with double cambered louvered main wings. Equipped with no tailplane or ailerons, the machine was controlled using "ganged" or linkage connected wings with variable-incidence. The passenger cabin was made of plywood and fully enclosed with wide stance landing gear attached.
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Both models had very similar rectangular rear surfaces, structurally similar to the ailerons, with braced tailplane and elevators. The fin and balanced rudder extended above and below the tailplane, the rudder moving in an elevator cut-out. The Privateer could be trimmed in-flight by tailplane incidence adjustment. The last, more powerful model, the P-3, appeared early in 1932 with major revisions to the fuselage and tail.
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Ailerons, projecting slightly beyond the wing tips, were fitted on both upper and lower wings. The lower wing was mounted on the bottom fuselage longerons, with an inter plane gap of , the upper plane passed over the top of the fuselage, supported by cabane struts. The fuselage of the Falcon was rectangular in cross-section and flat sided apart from a slightly curved decking. It was almost entirely plywood covered.
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The wings are mounted on the fuselage with a single cam-pin and the ailerons and air brakes hook-up automatically. Assembly can be accomplished by one person in five minutes. The engine is a Zanzottera MZ-35R, which is a special narrow engine design developed specifically for retractable engine motor gliders. The engine retracts rearwards into a bay behind the cockpit and is closed by two doors for drag reduction.
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Letter from H.F. Cowley to Flight, 30 November 1961, p857 Avro built the aircraft in Manchester, transporting it to Brooklands for its first flight on 25 May 1911. It was a two-bay single-seat pusher biplane with wings of unequal span. The outer half of each upper wing carried a pair of ailerons; the larger inner one had a semicircular trailing edge extending well behind the wing trailing edge.
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Now aware of Barnwell's design, Vickers instructed their junior designer Rex Pierson to redesign the Bullet. The redesigned aircraft, the Vickers E.S.1 (Experimental Scout), was a single-seat tractor biplane of fabric-covered wooden construction. It had single-bay unstaggered wings with ailerons on both the upper and lower wings. Like the Barnwell Bullet, the E.S.1 was powered by a Monosoupape engine, closely cowled into a circular-section fuselage.
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The 604 is constructed from fibreglass. The wing employs a modified Wortmann FX 67-K-170 airfoil at the wing root, changing to a Wortmann FX 67-K-150 at the wing tip. The wing features six flaps, with the outer pair moving at a 2:1 differential ratio with the ailerons. For glidepath control the 604 has wing top-surface spoilers and a tail-mounted drag chute.
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The Swift is mostly built from composite materials; flying surfaces and the fuselage are formed from composite sandwiches and the wing and tailplane have carbon fibre spars. It has a low wing of trapezoidal plan with slightly upturned tips, fitted with Frise ailerons and slotted flaps. The rear surfaces are also trapezoidal. There is a trim tab in the elevator and a ground adjustable tab on the rudder.
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The wing features 60% span ailerons and the whole wing can be removed for transport or storage. Available engines include the Kawasaki 340-LC liquid-cooled engine of , the Half VW of as well as several Rotax engines. The designer recommended power range is . Due to the laborious wood and fabric construction, builder completion time is estimated at 300-500 man- hours from plans or 200 man-hours from the kit.
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The trailing edges of these outer panels carried obliquely mounted differential ailerons which broadened to the tips. The Der Dessauers fuselage was wood-framed and skinned with plywood. There were no internal cross frames; instead the ply skin carried the stresses. From the nose to the rear of the open cockpit, at about one third of the chord of the wing, the fuselage section was a flat-topped hexagon.
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They were built around a single spar with a forward torsion box between it and the leading edge. The tips carried the small sreamlined bodies known as salmons, common at the time. Ply and fabric covered ailerons ran from the tips over the more tapered outboard panels, with mid-chord spoilers immediately inboard, opening above and below the wing. The fuselage was a plywood monocoque, tapering to the tail.
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The BS.10 Ardea was an attempt to improve upon the popular BS.2 Balestrucchio of 1932. Like the Balestruccio, the Ardea was a high gull wing aircraft but with increased span and aspect ratio and less gull dihedral. The two spar wing was built from three panels, the straight edged central one having constant chord. The outer panels straight tapered to elliptical tips, with trailing edges entirely occupied by ailerons.
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The Lacey M-10 was designed to have a minimum of rigging required for construction. The strutless, flat bottomed wing omits features such as washout, compound curves, dihedral and angle of incidence. Other than ailerons, the simple wing does not use flaps, leading edge slots or any other lift devices. The M-10 is a cantilevered, high wing, conventional landing gear-equipped aircraft that seats two in tandem.
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The fuselage pod is made from gas tungsten arc welded aluminum tubing and composite, attached to a partially double-sleeved aluminum irrigation pipe. Its span wing is constructed from wood, with foam ribs and one third span ailerons. The V-tail is all-flying and is made from foam ribs glued to the aluminum tubular spar. The flying surfaces are covered in either Mylar or doped aircraft fabric covering.
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Rumpler C.III It was a development of the Rumpler C.I design incorporating many aerodynamic refinements, including wing planform, airfoil section, and horn-balanced ailerons,The Illustrated Encyclopedia of Aircraft, p.2833 revised empennage, and new rear fuselage decking with compound curves.Gray & Thetford 1962, p.522 This latter feature was later removed and replaced with a simplified structure, at which point the factory designation was changed to 6A 6.
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The lower wing is mounted at the fuselage bottom. Both wings have the same span and chord and they have significant stagger but neither dihedral nor sweep. The wings have two spars and are light alloy throughout including a pop-riveted skin, though the wing tips are glass fibre covered foam. Plain ailerons are fitted only on the lower wings; there are no trim tabs on them nor inboard flaps.
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The upper wing had a centre-section filling 63% of the span and two outer panels; all sections were essentially rectangular, though the wingtips were slightly blunted. Narrow ailerons filled the trailing edges of the outer panels. The lower wing was mounted from the top of the hull. Both upper and lower wings combined wood and metal construction, had two spars and were fabric covered with plywood leading edges.
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The whole of the trailing edge was filled with ply-covered ailerons. The hull was also of mixed construction. There were four longerons, the lower ones wooden and the upper ones steel, braced together with bulkheads. Its planing bottom, with a step below mid-wing and a double-curvature section, was constructed from two spruce, mahogany and teak layers, the space between them divided into eight watertight compartments.
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The final design looked much like Noorduyn's earlier Fokker designs, a high-wing braced monoplane with an all-welded steel tubing fuselage. Attached wood stringers carried a fabric skin. Its wing was all fabric covered wood, except for steel tubing flaps and ailerons. The divided landing gear were fitted to fuselage stubs; legs were secured with two bolts each to allow the alternate arrangement of floats or skis.
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In plan the wings were strongly tapered, mostly on the trailing edges, and ended in long, elliptical tips. Their trailing edges carried slotted flaps inboard; slotted ailerons filled the rest of the span. Fuel tanks were located between the spars, two in each wing. The G-15 was powered by a Shvetsov M-11 five cylinder radial engine driving a two blade propeller, housed under a broad chord NACA cowling.
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Ailerons provided lateral control. The empennage was supported by an open frame fuselage with longitudinal upper and lower pairs of longerons or booms, each side braced with four vertical strut pairs. At the rear, fixed and almost square horizontal tailplanes stretched between the upper and the lower pairs of booms. A pair of trapezoidal rudders were hinged on the last two verticals, assisted by another central one further forward.
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The Sport is a single bay, unequal span biplane. Its wings are built around twin spruce spars and, like the rest of the aircraft, fabric covered. Upper and lower wings have the same chord and outward-leaning, N-form interplane struts between their spars provide a wide interplane gap of about . The upper wing is without dihedral but the lower, equipped with Frise ailerons, is set at 2°.
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The upper wing was braced over the fuselage with a pair of N-form struts, leaning inward from the upper fuselage to common mountings on the wing centre line. The middle wing of the triplane was positioned at shoulder height on the fuselage and the lower wing passed unbraced below. There were short span ailerons on each wing. The smoothly faired and contoured short fuselage of the DDr.
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The three T.IIs were delivered to the US later in 1922, where they were given the designation FT-1 (Fokker torpedo). The T.II was a cantilever low wing monoplane with straight tapered, square tipped wings. Overhung ailerons were used. The fuselage was flat topped and sided and deep from tail to nose, where a 400 hp (300 kW) Liberty 12A water-cooled V-12 engine drove a two blade propeller.
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The D-12 was built as a medium performance glider using the new construction techniques to minimise drag. Full span flaps and ailerons were also used as well as all-flying horizontal and vertical tails. Nehring completed the first successful out and return with this aircraft in 1926, flying from Darmstadt to Misleburg and back. Akaflieg Darmstadt D-13 Mohamed II. Designed by P. Laubenthal and G. Riedenbach.
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It had three parts, two plywood-skinned lifting sections each 15 ft (4.57 m) long joined by a 3 ft (910 mm) centre section. The single wing spar was a 4×3 in (102×76 mm) spruce beam. The wing was straight edged and tapered by sweep on the leading edge only. The trailing edges carried full-span ailerons with the inboard half-spans divided into three sections.
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The fuselage was of fabric-covered steel tube construction and the pilot and a single passenger sat in tandem, open cockpits. The prototype (registration G-CAVO) was first flown at the Cartierville Airport on 23 September 1928 by Martin Berlyn. The test flight was nearly a disaster because the ailerons seized, leaving Berlyn with a dangerous approach and landing. A modification of the aileron control linkage rectified the problem.
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Its wings were fabric covered. Despite its unusual wing, control of the PC.100 involved the standard surfaces. Ailerons were mounted on the outboard wing trailing edges and a conventional one piece elevator was mounted on the cropped rear vertex. Aft of the first two beam to central wing struts the fuselage turned upwards, sloping towards the wing just ahead of the elevator hinge where it broadened into a short fin.
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The wing leading edge is straight except for some pinching at the root and the wing has constant chord over about the inner 60% of span. Outboard, the trailing edge is tapered; the straight wing tips are slightly upturned. Frise ailerons on piano hinges span the outboard sections and the inner sections are spanned by slotted flaps. There is a single lift strut on each side, attached to the lower fuselage.
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Payne, p.163. and the 500th Aeronca aircraft also rolled off the assembly line that same year. A version of the C-3 with fabric-covered ailerons (instead of metal), designated the Aeronca 100, was built in England under license by Light Aircraft Ltd. (operating as Aeronautical Corporation of Great Britain Ltd.) but the expected sales never materialized—only 24 British- built aircraft were manufactured before production was halted.
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The most distinctive feature of the Triplane is its three narrow-chord wings; these provided the pilot with an improved field of view. These wings had the exact same span as that of the Pup, while being only 21 square feet less in terms of area. Ailerons were fitted to all three wings. The relatively narrow chord and short span wings have been attributed with providing a high level of manoeuvrability.
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The lower wings are shorter in chord as well as span, so the outward-leaning, N-form interplane struts are non-parallel. Outward-leaning struts from the fuselage support the upper wing, which has a narrow trailing edge cut-out to improve the pilot's upward field of view. Ailerons are mounted only on the upper wings. The fuselage has a Cr/Mo steel tube structure and is fabric-covered.
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His airplanes lacked ailerons, relying on just rudder and elevators for control, via a steering wheel mounted on a tiller. The wheel controlled the elevators while sideways motion of the tiller controlled the rudder. The wheel could be temporarily locked with the help of two dowels. The low center of gravity provided by the parasol wing allowed for the lateral stability that this type of control system requires.
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Kondor claimed the raised ribs improved the aerodynamics. Quite small ailerons were fitted, reaching to the tips. On each side a pair of parallel struts joined the ends of the centre section to the lower fuselage longerons, assisted by a lighter strut from the top of the forward main support to the engine mounting. Four very short vertical struts formed a cabane holding the wing immediately above the fuselage.
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The wing carries balanced ailerons and flaps; they fold back for transport, remaining horizontal. Each wing is braced by a V-form pair of struts, assisted by jury strutting. The fuselage is flat sided with a narrow dorsal ridge sloping upwards from the tail to the wing trailing edge. The single seat cabin is below the wing, its windows full-chord and the screen just forward of the leading edge.
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As this happened, the ailerons drooped symmetrically. The slot-plus-interceptor combination was intended to prevent a stall turning into a spin and had been tested by Handley Page on a de Havilland Moth and later by Bristol on a Bulldog. Rudder and elevators were horn balanced, the latter carrying trim tabs. The wings, empennage and fuselage behind the cockpit were all fabric covered over a metal structure.
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With blowing on, the Spey 101 output drops to around , though about is recovered from the trailing edge slits which face aft. About 70% of the blown air goes over the flaps and ailerons, which are in a drooped position.Flight International 14 January 1971, p. 58. Off an aircraft carrier, the minimum launch speed was around at ; from an airfield, the Buccaneer took off in at with blown air.
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Unusually for this period in aircraft history when most ultralights had two-axis control, the Flyer has standard three-axis controls, including half span ailerons. When the Flyer was designed there were no suitable lightweight engines available, so the prototype aircraft first fitted Chrysler powerplants. Later these were exchanged for Solo 209 engines producing each. The small Solo engines make the Flyer a very quiet aircraft in flight.
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In plan the central section was rectangular and the outer parts tapered slightly to rounded tips. Frise ailerons filled more than half the span. Originally there were no wing mounted airbrakes or spoilers; rather, the Zigolo had door- type, underwing fuselage-mounted airbrakes but these failed on the first flight and were replaced by conventional spoilers. Its fuselage was decahedral in cross-section, shaped by longerons over formers with ply covering.
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Ailerons filled the trailing edge of the tapered outer wings. The cockpit was enclosed with a neatly faired multi-panel canopy which was removed for entry and egress. Ten Gulls were built, nine by Slingsby at Kirbymoorside and one by Herman Kursawe in the United States, from plans supplied by Slingsby. The design was developed in 1939 to include what Slingsby called the cantilever Gull, designated as the T15.
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The latter was supported by a steel tube cabane which had pairs of vertical, kinked struts, faired in the upper part, and a forward, transverse inverted-V, all joined to the upper fuselage. This structure made it possible to vary the upper wing's angle of incidence and the stagger. The wings were 3-ply covered, two spar structures. High aspect ratio, metal covered ailerons were mounted on the lower wings.
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The F.E.6 was a larger version of their F.E.3. The aircraft was driven by a Austro-Daimler/Beardmore engine, which drove a four-bladed propeller. The tail unit was on a single steel boom which projected aft through the propeller shaft. The biplane had ailerons on both upper and lower wings, with no wing stagger, while landing gear consisted of mainwheels on oleo struts with an auxiliary nosewheel.
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The central part, about 40% of the span, was rectangular in plan and was without dihedral. The outer panels were straight tapered to blunt tips, the wing becoming thinner and thus acquiring dihedral though retaining a horizontal upper surface. Ailerons occupied the whole trailing edges of these outer panels; there were no inboard flaps or air brakes. At 16:1 its aspect ratio was similar to that of the Konsul.
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The inner structure of the split flaps was composed of duralumin and ran between the ailerons and the fuselage, being set at a 15–20 degree position for taking off and at a 60 degree position during landing.Moyes 1967, p. 4. The tailplanes employed a similar construction to that of the wings, the fins being braced to the fuselage using metal struts the elevators and rudders incorporated servo- balancing trim tabs.
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Ailerons are only fitted to the middle wing. Engines include Rotax 447, Rotax 503 and the Rotax 582 two-stroke powerplants. ;Acrolite 2M :Two seats in tandem, high-wing strut-braced monoplane intended for the Canadian advanced ultralight category and American light-sport aircraft category, first flown in June 1994. Engines include Rotax 582, Rotax 618 two-strokes and the Rotax 912UL and Jabiru 2200 four-stroke powerplants.
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Flight panel of a Learjet 25B Primary flight control is achieved by use of dual control wheels and rudder pedals. The control wheels operate the elevator and ailerons mechanically through a system of cables, pulleys, push-pull tubes and bell cranks. Trim functions, microphone keying, autopilot override and steering system switches are located in the control wheels. The rudder pedals mechanically operate the rudder for directional yaw control.
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The G-200 features a cantilever low-wing, a single-seat enclosed cockpit under a bubble canopy, fixed conventional landing gear with wheel pants and a single engine in tractor configuration. The aircraft is made from composites. Its span wing employs a Mort airfoil, has full-span ailerons but no flaps and a wing area of . The cabin width is and has provisions for pilots from in height and to and .
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First flown in December 1914 the Type 860 was an unswept biplane. The upper wings had a strut braced extension and ailerons were fitted on all four wings. It had twin strut-mounted floats under the fuselage and a float mounted under the tail and each wingtip. Some models were powered by a nose-mounted 200 hp 14-cylinder engine; others used a 225 hp (168 kW) Sunbeam Mohawk engine.
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1932 saw the introduction of the OEC and UEC models. Continuous refinement and improvement by Waco Aircraft resulted in production of various sub-models continuing until 1939.Green, 1965, p. 307 In 1935, Waco introduced its slightly larger Custom Cabin series (which featured a sesquiplane layout without ailerons on the lower wing) and decided to differentiate between the Standard and Custom Cabin types by appending an S to the model designator.
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The plywood skin continued aft, though the trailing edge and ailerons were fabric covered. Airbrakes were fitted at mid-chord on the innermost position on the outer panels, opening both above and below the wing but unusual in having a longer span lower blade. Camber changing flaps were mounted on the centre section. All of the fuselage and empennage apart from the rear control surfaces was ply skinned.
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They are built from spruce and plywood around a single spar, with fabric covering, though the ailerons are plywood skinned. Aluminium Schempp-Hirth airbrakes are fitted. As with the wings, the construction methods used in the fuselage and empennage of the TN-1 are similar to those in the Tainan Mita 3 two-seater. The primary fuselage structure is formed from steel tubes, with wood stringers to shape the fabric covering.
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C42 controls and instrument panel A single centre stick controls the ailerons and elevators. Electrical pitch trim is controlled by two buttons on the top of the stick, operated by the thumb. A push to talk button is on the front of the stick, operated by the index finger, together with a vertical hand-operated brake lever similar to a motorcycle front brake lever. Rudder pedals are dual control.
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The Boomerang was intended to meet the requirements of the US FAR 103 Ultralight Vehicles category, including that category's maximum empty weight. The aircraft has a standard empty weight of . The aircraft is a single-seat ultralight with a high wing and a conventional three-axis type with ailerons, elevators and rudder. The airframe structure is of 6061T6 and 2024T3 aluminum tube, covered with Stits Polyfibre aircraft fabric.
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The Barnstormer was intended to meet the requirements of the US FAR 103 Ultralight Vehicles category, including that category's maximum empty weight. The aircraft is a single-seat ultralight with an unusual reverse-stagger on its biplane wings, the top wing being behind the bottom wing. The airfoil used is a NACA 2305 section. The control system is a conventional three-axis type with ailerons, elevators and rudder.
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Its span wing employs a SM 701 airfoil, has an area of and flaperons with spoilers or optionally ailerons and dive brakes. Flaperon settings are 0°, 5°, 9° and 16°, with the last setting assisted by the spoilers. The wings can be extended to with wing tips for soaring. The main landing gear legs are fabricated from fibreglass laminates and the wheels are equipped with single lever hydraulic brakes.
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The trainer incorporates primary flight control surfaces including as ailerons, rudder, elevators and flaps. These can be configured to operate in conventional or unconventional modes, permitting non- standard flying controls such as elevons to be simulated. The flying controls are connected to a control column in the cockpit, and can be configured for direct or Fly-By-Wire operation. Their positions can also be pre-set from the instructor's console.
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The wing was made of wood using three spars and a covering of compensate wood. The control surfaces comprised slats and flaps, and the ailerons, that were lowered partially with the flaps to increase lift. The forward fuselage was the real difference between the SM.84 and SM.89. The forward fuselage housed only one pilot, after him there was a radio operator/gunner, and finally a gunner.
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The Mohajer-1 had a narrow cylindrical fuselage, twin tailbooms, and straight wings mounted high and to the rear of the body. It had a single engine (unknown model) in a pusher configuration, and was guided by ailerons on the wings, an elevator on the horizontal stabilizer, and rudders on the tailbooms. The Mohajer-1 had three fixed landing gear for launch and recovery. It could also be recovered by parachute.
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Its cantilever, constant chord, high mounted wing was built around a single spar, placed at about 40% of the chord. Forward of the spar the wing was ply covered around the leading edge, forming a torsion resisting D-box. Behind the spar both wing and ailerons were fabric covered. The steel fuselage frame defined a nonohedral cross section, not including the keel, which with its fabric covering approximated a blunt oval.
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In an aeroplane, two significant static aeroelastic effects may occur. Divergence is a phenomenon in which the elastic twist of the wing suddenly becomes theoretically infinite, typically causing the wing to fail. Control reversal is a phenomenon occurring only in wings with ailerons or other control surfaces, in which these control surfaces reverse their usual functionality (e.g., the rolling direction associated with a given aileron moment is reversed).
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The pivoting mechanism had a double-ball bearing unit on the inboard end with main loads transferred to a needle roller bearing at the outboard end of the fixed wing. Anti-balance tabs were fitted along trailing edges along with small pneumatically actuated flaps under the inboard sections. When the elevons were rotated in the same direction they functioned as elevators; when rotated in opposite directions they functioned as ailerons.
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It also had a slightly smaller span. A single, wide chord, airfoil section interplane strut on each side, with widened roots to lower interference drag, separated the bays; on each side pairs of flying wires and landing wires provided cross bracing between these struts and the fuselage. The wings were built around twin Duralumin box main spars, with metal and wood ribs. There were ailerons on the upper planes.
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In this pre-war form it was known as the Hennion 01. It was a low wing, cantilever monoplane, its wings straight tapered with blunt tips and of quite high aspect ratio (10). The wings were built around a single spar and fabric covered, though the ailerons were plywood skinned. The fuselage was flat sided and ply skinned, except behind the cockpit where rounded, raised decking was fabric covered.
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The detailed design was by W.T.Read. The complete fuselage was of round-cornered rectangular cross-section and quite slender, mounted between the wings. The M.R.1 was a two-bay biplane without stagger or sweep, with ailerons on both planes. Aluminium wing spars proved difficult to make sufficiently rigid and Bristol outsourced their manufacture to The Steel Wing Company at Gloucester, who had built experimental steel wings for other aircraft.
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The ITS-II had a two-part wing with a rectangular plan out to extended semi-elliptical tips. It was built around twin spars and covered with plywood ahead of the forward spar and with fabric behind. Broad-chord ailerons occupied about half the span. The wing was mounted centrally on a faired cabane and braced with a pair of V-struts from the spars to the lower fuselage.
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The D.XVII was the last of LFG's line of single-seat fighters. It combined features of their previous two models, the D.XV and D.XVI: it had the engine and fuselage of the third D.XV but was a parasol wing aircraft like the D.XVI. LFG Roland D.XVII side Despite the common configuration the wings of the D.XVI and D.XVII were different. The D.XVIIs wings had constant chord and overhung ailerons.
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Interconnected unbalanced ailerons were fitted to both wings inset from the wingtips. The rudder and elevators were constructed similarly to the wings. Other than the metal panels around the nose, most of the airframe was covered in fabric that had been doped to tighten and seal it. The fuel tank was fitted into the upper wing center section in such a way that it could be removed without removing the wings.
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The wings were of all-wood construction, with the trailing edge flaps and leading edge slats (Handley- Page type) to offset its relatively small size. The internal structure was made of three spars, linked with cantilevers and a skin of plywood. The wing had a dihedral of 2° 15'. Ailerons were capable of rotating through +13/-26°, and were used together with the flaps in low-speed flight and in takeoff.
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DCS Mini Coupe The Mini Coupe was designed to be built using simple tools and techniques, relying on extensive use of pop-riveted aluminum construction. Originally designed to take advantage of low-cost VW engines, the Mini Coupe can accept various engines of between . The ailerons and twin rudders are push-pull tube operated. The original kit was sold in 1974 for $1694 with a total parts cost of about $2400.
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The Slingsby Swallow was a wooden-framed aircraft, covered in a mixture of plywood and fabric. Its high mounted, cantilever, straight-tapered and square-tipped wing had 3.3o dihedral. It was Gaboon plywood-skinned and built around a single spruce spar, with a leading-edge torsion box. Its unbalanced ailerons were fabric covered; there were no flaps but dive brakes could be extended in pairs above and below the wings.
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NACA 2218 profiles were used at the root and NACA 2209 at the tip. The single piece wing was later criticised as it would have prevented battle damage being repaired by replacing a single wing. Duralumin stressed-skin was used on the mainplane and tail unit with fabric-covered Frise ailerons. The fuselage was a monocoque structure built up from light, fabricated oval- section rings with duralumin skinning.
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It was a low wing cantilever, almost all-metal monoplane. The wing tapered with a nearly straight trailing edge that carried outboard balanced ailerons and split trailing edge flaps over the whole of the centre section. The four Mars small diameter (950 mm or 3 ft 1½ in) 14-cylinder radials were conventionally mounted of the front wing spar, neatly enclosed with wide chord cowlings and large spinners.
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The wing was rectangular in plan out to angled, rounded tips, though centrally there was a gentle reduction in chord to improve the pilot's upward field of view. Parallel chord ailerons filled about half the trailing edge. The wings were braced to the fuselage with a parallel pair of struts between spars and lower longerons on each side. At the rear both fin and tailplane had blunted triangular profile and plans.
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The Donald is a conventionally laid-out single engine, braced high wing monoplane. Its low aspect ratio (5.1) wings are unswept and of constant chord, with blunt, rounded tips; they carry short, broad ailerons but no flaps. There are V-form struts between the wing and lower fuselage on each side. At the rear the vertical surfaces are rounded and the balanced rudder extends down to the keel.
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It flew for the first time on 30 October 1933, with Harald Penrose, Westland's regular test pilot at the controls. Early flights showed the need to glaze the cockpit and lighten the ailerons, and later tests at higher speed revealed that the wing twisted under aileron loads. This latter problem required significant re-working of the wing structure, specifically the replacement of the inter-spar rods with torsionally stiffer tubes.
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The wing was built in three separable parts for ease of transport, with a rectangular centre section and slightly straight tapered outer panels with rounded tips, carrying slotted ailerons. All three panels were fabric- covered. Its rectangular cross-section fuselage was built of spruce and was ply covered. The cockpit opening was a simple rectangular uncovered cut out in the top of the fuselage in front of the wing leading edge.
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The Borea was the last Teichfuss glider to be completed. It was a two-seat aircraft, designed primarily for record breaking, a cantilever mid-wing machine with a long span, strongly straight tapered gull wing, ending in elliptical tips. The inner sections of the wing, about one third of the span, had about 10° of dihedral but the outer sections none. Ailerons filled the whole trailing edges of these outer panels.
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They were swept at 12.5o but carried ailerons with unswept hinges and rounded trailing edges. The wings were built in two parts joined at the centre, supported by a pylon and a total of eight struts, four vertical from the top longerons and four in vee pairs from the bottom longerons to approx 1/3-span. The tail surfaces were constructed in a similar fashion also braced with struts.
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The lower wing was smaller than the upper one, with a span reduced by 13% and a narrower chord. The wings had neither stagger nor dihedral and only the upper wing was fitted with ailerons. There was a pair of parallel, upright, streamlined interplane struts on each side, with the usual diagonal wire bracing. The upper wing was close to the fuselage, linked by four short, leaning cabane struts.
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Slotted ailerons occupy the outer 45% of the trailing edge; there are no flaps. Each complete wing weighs just 34 kg (75 lb). The Fauvettes's fuselage is built in three parts. The nose section, with a moulded plastic foam shell over a steel frame contains the cockpit, which is covered by a high, one-piece canopy over the upright seating position, giving the Fauvette a somewhat humpbacked look.
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Ailerons on upper and lower wings were externally interconnected. The King Bird's fuselage had a welded steel tube structure, with the engine on a bolt- on forward frame so that various types could be fitted. The prototype was equipped with a readily available Curtiss OX-5, a , water-cooled V-8. Each bank of cylinder heads had its own cowling and long exhaust pipes extended away from and below the fuselage.
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The rear stick and the throttle lever can be disassembled when carrying passenger(s). The primary flight commands are actuated by cables and pulleys. The ailerons and flaps are made of aluminum alloy, while the rudder and elevators are made of steel tubes and fabric. The flaps have four positions (neutral, 15°, 30° and 45°), and are actuated manually, by a lever in the upper left part of the cockpit.
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Inboard the wing chord reduced linearly by about 30% to the root. The outer wing had 3° of dihedral, though the narrowing centre section curved downwards strongly to the roots. The Delanne 20 was an all wood aircraft and each wing was built around two spruce and plywood box spars. The trailing edges carried ailerons and camber changing flaps, coupled to slats on the corresponding sections of the leading edges.
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During the Battle of Britain, pilots found the Spitfire's ailerons were far too heavy at high speeds, severely restricting lateral manoeuvres such as rolls and high-speed turns, which were still a feature of air-to-air combat.McKinstry 2007, p. 110. Spitfire HF Mk VII: The shape of the ellipse was altered by the extended "pointed" wing tips used by the high-altitude Mk VIs, VIIs, and early Mk VIIIs.
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Pitch control is by operation of the canards and ailerons, because the canards disturb airflow to inner elevons (flaps). The yaw control is done by big single rudder. Engines are fed by a chin double intake ramp situated below a splitter plate. The Typhoon features lightweight construction (82% composites consisting of 70% carbon fibre composite materials and 12% glass fibre reinforced composites) with an estimated lifespan of 6,000 flying hours.
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Data from: British civil aircraft, 1919-1972 Volume III ;200 (G-AAII) :Prototype first flew with an ABC Hornet later fitted with an 85 hp Armstrong-Siddeley Genet II engine. ;201 (G-AAVD) :First production aircraft with a Genet II engine. ;202 (G-AAYX) :Second production aircraft with an Armstrong-Siddeley Genet Major engine and untapered ailerons. Later operated by Butlins and now remains airworthy with the Shuttleworth Trust.
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Both wings carried unbalanced ailerons. The vertical tail had the characteristic DH shape, with a balanced rudder; the elevators were unbalanced. The structure throughout was wood, with fabric covering on the wings and empennage, but with de Havilland's usual thin plywood cover on the fuselage. There was a single axle undercarriage, with the main legs attached to the lower wing root and with bracing to the forward fuselage.
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The IAR-35 is an all-metal, single seat, short span glider developed for aerobatic flight. Its three spar shoulder wing, with metal ribs and bonded metal skinning, has a constant chord centre section and tapered outer panels. There is no dihedral on the centre section but 2° outboard. The whole trailing edge is occupied by all-metal, statically balanced ailerons, each fitted with an automatic trim tab.
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The radiators themselves were split into three sections: an oil cooler section outboard, the middle section forming the coolant radiator and the inboard section serving the cabin heater.Jackson 2003, p. 87. The wing contained metal-framed and -skinned ailerons, but the flaps were made of wood and were hydraulically controlled. The nacelles were mostly wood, although for strength, the engine mounts were all metal, as were the undercarriage parts.
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The interconnected flaps and ailerons are all undercambered and assembled using the same bonded construction technique used on the Schreder HP-18. The flaps extend to 90° for landing. The BZ-1 has a retractable monowheel landing gear, a V-tail and was built from aluminium. At the time of its completion in 1983 the designer intended to add water ballast tanks to allow the carriage of of water.
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Its two-spar wings were fitted with slotted flaps and Frise ailerons. Its powerplant comprised two RD-20 turbojets, which were Soviet-manufactured versions of the BMW 003. The two engines were located behind the cockpit in the lower fuselage, with the exhaust exiting under the tail unit. A steel laminate heatshield was installed on the bottom of the rear fuselage to protect it from the exhaust gasses.
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Other than the VRDK the aircraft was largely conventional in layout, although the cockpit was set very far back in the fuselage, almost to the base of the vertical tail. The two-spar wings had a thickness of 10% to preserve aileron control and avoid tip stall. They were fitted with Frise ailerons and slotted flaps. Fuel was contained in a fuselage tank and a tank in each wing.
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Extensive use was made of plywood across the structure, while the remainder used conventional wire-braced wooden box-girden. While some DH.5s were built with the original rubber bungee return springs on the ailerons, later-built examples used a system of pulleys and balance cables.Bruce 1966, pp. 4-5. A major positive feature of the aircraft was its great structural strength, which was revealed during April 1917 in destructive testing.
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The horizontal stabilizer had an inverted airfoil section, which facilitated dive recovery and permitted the use of an unbalanced elevator. Idflieg found the prototype promising. It directed Pfalz to halt production of the Roland D.III and to complete the balance of the contract, 70 aircraft, to the new design. After a Typenprüfung (type test) at Adlershof in May, the Idflieg ordered various modifications, including an enlarged rudder and horn-balanced ailerons.
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The Nieuport-Delage NiD 540 was an all- metal aircraft. It had a two part, high, cantilever wing; each half-wing was trapezoidal in plan with blunted tips and which tapered uniformly outwards in thickness from below, providing some dihedral. The half-wings were linked by a centre-section built into and the same width as the upper fuselage. High aspect ratio ailerons filled most of the trailing edges.
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The lower wires were fixed to the lower fuselage longerons. Both sets reached the outer parts of the wings via kingposts attached to the forward spars which projected both above and below, an anachronistic feature by the later 1920s. Its ailerons occupied most of the trailing edges and increased in chord outwards. The fuselage of the W.X.XI had a rectangular section structure defined by four longerons and was plywood-covered. .
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They were single bay biplanes, their wings braced together with only slight stagger by a pair of parallel interplane struts on each side. Outward-leaning, N-form cabane struts joined the fuselage to the upper wing centre section. Ailerons were fitted to both upper and lower wings and externally interconnected. There were long, near-rectangular cut-outs in the upper wings to improve the field of view from the pilot's cockpit.
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The SAM-25's wings introduced drooping ailerons, slotted automatic slotted flaps and automatic slats. It was powered by a nose-mounted Shvetsov M-11F five cylinder, radial engine, installed with its cylinders largely exposed for cooling. As in the earlier versions, the fuselage had a wooden girder structure. The pilot's enclosed cockpit was ahead of the wing leading edge and the cabin was behind him under the wing.
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A canopy roll A canopy roll is the simplest form of displacement roll. The roll is used to provide lateral displacement while maintaining the original heading. The maneuver begins like a normal barrel roll, but when the plane is nearly inverted, the pilot places the elevators and ailerons close to the neutral position. Called "unloading," this allows the inverted aircraft to fly momentarily in a fairly straight arc.
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The first example was flown by Rougier on the 13 April 1910. A second aircraft built for René Métrot differed in having monoplane ailerons, two rudders and an uncovered nacelle. Others were built for various customers, differing in the engine fitted: these included the Gnome and the 4-cylinder Gobron. Six were flown at the second Reims Grande Semaine d'Aviation, but without any success in any of the competitions.
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1935 Plymouth and Fahlin SF-2 Plymocoupe An innovative feature of the wing arrangement was that the flaps could also be used as ailerons in a configuration akin to a flaperon. The flap area was one third of the total wing area and the flaps extended along the entire length of the wing. A lever controlled the flap action and through a different configuration it could change to aileron control mode.
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Ailerons, which were controlled via an arrangement of torque tubes, were fitted to the lower wings only. In order to provide a more streamlined profile, the fuselage was longer and slimmer, so narrow that its twin Vickers machine guns were offset to port, one between the cabane struts and one just outboard of them. National Air and Space Museum, Retrieved: 30 August 2009.Bowers 1966, pp. 5-6.
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Blazer and Dorio 1993, pp. 9–10. The XF-89 was fitted with Allison J35-A-9 turbojets and proved to be seriously underpowered. Initial flights were made with conventional ailerons, decelerons not being installed until December.Air International July 1988, p. 46. Several months earlier the Air Force conducted a competitive evaluation of the three existing all-weather interceptor prototypes, the XF-87, the XF-89, and the US Navy's XF3D.
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The Bakcyl is a two seat development of the single seat PW-2 Gapa primary trainer from 1985. The main improvements were the addition of Frise ailerons and an enclosed cabin for pupil and instructor. The wingspan was increased by 33% and, overall, the changes doubled the empty weight. Despite this and the two occupants, bungee launches remained possible and, with the increased weight, the best glide angle improved by 25%.
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It first flew on 5 March 1960. The last Pliszka, designated M-3A, was a version strengthened for aerobatics. Structural changes included metal skinning over all the first of each wing root and reinforcement of the rear fuselage. Control surfaces were also modified: the ailerons gained a third mounting point and the structure and profile of the rudder were altered, giving it a more pointed tip and a rounded underside.
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The LAK-15 was designed as a record breaking sailplane and so had a very large () span wing with an aspect ratio of 38.4. This was trapezoidal in plan, with 3° of dihedral. It was set at mid-fuselage, built around a single, carbon fibre spar and skinned with three-ply glass fibre/carbon fibre. There were high aspect ratio ailerons over at least half the span, with two flaps inboard.
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Its all wood wings were built with multicellular construction around two parallel spars and the surfaces sanded and lacquered to reduce friction drag. In plan the wings were straight tapered, mostly on the trailing edge, with oblique tips. The ailerons were near triangular, reaching to the wing tips; there were no flaps. Aluminium fairings blended the wing roots into the fuselage; similar fairings were used at the elevator roots.
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The wings had an area of 9.40 m² (101.2 sq ft), an aspect ratio of 23.9 and sweepback at one quarter chord of 0.4°. The dihedral was also 0.4°. The airfoil sections used were Wortmann FX-66-S-196 at the root and FX-66-S-161 at the tips. The wings were constructed from GRP/balsa sandwich with ailerons of GRP and rigid, closed cell, polymethacrylimide (PMI) foam.
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The school was then reorganised into Initial and Advanced Squadrons. On 29 September, two Ansons collided in mid-air and became locked together. Both navigators bailed out, to be followed shortly afterwards by the injured pilot of the lower aircraft. The pilot of the upper Anson, however, found that he was able to control the interlocked aircraft using his ailerons and flaps, coupled with the engine power of the Anson underneath.
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The single seat, standard class () span) Ilindenka was, like most of its contemporaries, an all-wood sailplane. It had a cantilever, twin spar, shoulder wing with plywood skin around its leading edge ahead of the forward spar. The wing was trapezoidal in plan, with taper on both edges, and set with 2.5° of dihedral. Ailerons occupied about half the trailing edges and Schemp-Hirth type spoilers were mounted at 40% chord.
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The ailerons have differential travel to minimize, adverse yaw. They are hinged at the bottom skin with standard piano hinges, as in the PL-1 and 2, providing smooth airflow over the top of the “down” aileron, and a good gap seal. The mass balance is concentrated in a lead weight attached to an arm extending into the wing box.The Pazmany PL4A By Ladislao Pazmany PDF 1999 www.pazmany.
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These leaned outwards at the front and rear of the wing, the latter supplemented with a central, transverse inverted V-pair. Only the upper wing carried the long ailerons which occupied about 60% of the span. Its engine was a Hispano-Suiza 8F water-cooled V-8 with its radiator in the nose. The fuselage was basically of rectangular cross-section, though the upper fuselage was formed by a curved decking.
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The aircraft was a large two-seater pusher > seaplane with twin wooden main floats and twin metal tail floats, moving > with the rudders. There were four pairs of interplane struts each side, with > radiators mounted on the innermost pairs. Ailerons were fitted to both top > and bottom wings, the latter having pronounced dihedral. The spruce tail > booms, to be replaced by steel tubes later, extended aft from the second > interplane struts.
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The conventional landing gear features a steerable tail wheel attached to the rudder. The controls are two-axis, with a side-stick that laterally activates the rudder to induce roll and which longitudinally activates the elevator for pitch control. No rudder pedals are installed and the wing construction is greatly simplified by the elimination of ailerons. The open frame fuselage consists of 6061T6 aluminum tubing and a single open pilot's seat.
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In 1948, US aircraft test pilot/aircraft designer W.J. Morrisey produced a wood- and-fabric light aircraft, the 1000C (Nifty). In 1958 he reworked that basic design, giving it an all-metal structure and increased power. The aircraft is a cantilever low-wing monoplane with plain ailerons and two-position trailing- edge flaps, conventional empennage, fixed nosewheel landing gear, and tandem seating. Dual controls are provided as standard equipment.
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The tailplane and elevator are mounted on top of the rear fuselage, with the fin and rudder mounted below the tailplane, providing protection for the propeller from contacting the ground. The controls are conventional, except that roll control is provided by spoilers, rather than ailerons. The landing gear consists of suspended main gear, a nose wheel and a rudder-mounted rear skid. The aircraft has enough gliding performance to be soared.
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Instead, the rudder is interconnected with the ailerons through the yoke. This unique design allows Cox to control the airplane with one foot controlling the yoke while the other foot controls the throttle.EAA. (July 24, 2015). Ercoupes Celebrate 75th Anniversary at EAA AirVenture Oshkosh 2015. Retrieved from YouTube August 21, 2015. At the age of 10, Cox began training in taekwondo at a school in her home town of Sierra Vista.
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Its biplane wing has a top span of , a bottom span of , employs cabane struts and one set of interplane struts. The controls are conventional three-axis, with full-span ailerons on the top wing. The landing gear is bungee suspended and includes main wheel brakes and tailwheel steering. Common engines used include the Cuyuna 430R in the Delta Bird and the Kawasaki 440 in the Delta Hawk.
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The machine was launched on a tether like a kite, and the tether was then released to allow gliding flight. The design showed little similarity to his earlier kites, but had more the appearance of a tailless biplane. It was notable in being the first aircraft to use ailerons (in fact they were elevons) effectively to control roll. Cody eventually managed to interest the British Army in his kites.
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The Delta's trailing edge was equally divided between outboard ailerons and inboard elevators. As on the Storch, the wing tips were cropped and carried small, roughly triangular, ply-covered fins mounting longer, rounded rectangular, fabric covered rudders. The inner surfaces of the fins and rudders were cambered as a conventional tail rudder would be but the outer surfaces were flat. The rudders operated independently, each with its own foot pedal.
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As before they were positioned between the two spruce and plywood box spars, with fuel tanks on either side. Forward of the cockpit the centre-section was ply skinned, with fabric covering elsewhere. The much thinner section cantilever outer wing panels beyond the booms had the strong straight taper of its predecessor but with elliptical, instead of straight, clipped, tips. They carried long but not full-span ailerons.
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Each was built around two spars, with the leading edge plywood-covered to form a box girder with the forward spar. Aft, the wing was fabric covered. The outer wing sections carried ailerons, hinged obliquely so their chord increased strongly outwards. The wings were attached to the top of the fuselage and braced to the lower fuselage with streamlined, inverted V-struts to the spars from the fuselage sides.
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The Viking 1 was an all-wood aircraft, with a single spar cantilever shoulder wing which was fabric covered behind the spar. In plan, the wing had constant chord in the central section and tapered outer panels with rounded tips. The outer panels, each about one third of the span, carried full width, variable droop ailerons. A pair of hinged plate spoilers was fitted at mid-chord on the centre section.
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1353 The aircraft was moved to Canada in 1979 by Marsden, modified with a new flap system, conventional ailerons in lieu of outboard flap sections and the tail parachute was removed from the rudder. Despite the glide ratio only increasing to 47:1, its good climb rate made it competitive with contemporary Open Class gliders of the time, breaking the US 300 km triangle record in 1997 at .
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The Sparrow is largely built from carbon fibre. Its wing has a short span rectangular section between the tail-booms and straight-tapered outer panels with angled tips. There are short ailerons with flaps between them and the twin slender booms. Each boom carries an angled, straight edged fin and rudder; the tailplane, with a one-piece elevator fitted with an offset trim tab, is mounted on top of the fins.
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They were thick in section, with a thickness/chord ratio of 18%, and strongly cambered. The wings were plywood covered and carried full span, narrow ailerons which could operate together as flaps or conventionally. The fuselage was built around four wooden longerons, though frames and stringers formed a circular cross-section. The covering was in duralumin at the nose and tail, with fabric in the central, cockpit region.
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Each part was built around a single spar with plywood covering ahead of it, forming a torsion resistant D-box, and fabric covering behind. Control surfaces filled the whole trailing edge, with elevators inboard and ailerons outboard. The cockpit was within a ply-covered nacelle which reached forward from the trailing edge to well ahead of the leading edge. Its glazing provided good sideways, but limited forward, vision.
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The parasol wing of the J 23 had a thick airfoil section, a straight leading edge and a trailing edge which curved forwards to elliptical tips. In the central region the wing became thinner and the chord decreased in front of the cockpit. It was of wooden, two spar construction and plywood covered apart from the ailerons. These were angled, fabric covered and small but slotted to improve their efficiency.
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It was a single seat Standard Class sailplane, with shoulder wings that were built from glass-reinforced plastic (GRP)/Conticell sandwich. GRP ailerons were used and there were Schempp-Hirth spoilers, each pair extending out of its wing above and below on frames like parallel rulers. Its fuselage was built from GRP/balsa sandwich. The FVA-20 had a T-tail, their planes built as those of the wings.
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The outer panels carried both ailerons and built-in leading edge slots with no moving parts.Flight 23 November 1939 p.418-9 The fuselage was flat sided, with a conventional rounded decking running forward as far as the engine cowling. It tapered to the rear, more in plan than elevation and carried a tailplane with a sharply swept leading edge mounted on top of the fuselage and externally braced from below.
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The aircraft had long-span ailerons filling about two- thirds of the wing. The simple, flat-sided fuselage was a steel-tube structure with four longerons, linked by welded struts, defining the shape. Internal piano wire bracing stiffened the fuselage, which was fabric-covered. The open cockpit was over the rear wing and was large enough for a passenger to sit behind the pilot, straddling a box seat.
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Ailerons were fitted to the outer, upper wings. The fuselage was mounted between the wings on central struts above and below and was circular in cross-section, tapering towards the tail. The horizontal tail surfaces were rectangular, and the rudder and wide chord fin formed a shallow triangle. There were two cockpits, seating the pilot under the wing and the gunner further aft with a large radiator between them.
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The Dart was originally a 15 m sailplane, aimed immediately at the 1964 UK Gliding Championships and beyond at the 1965 World Championships.Flight 16 January 1964 p.92 Its wings were shoulder mounted, with 2o dihedral and about 0.75o forward sweep at quarter chord. They were built around spruce spars with a plywood covered torsion box ahead to the leading edge, fabric covered behind and with plywood covered ailerons.
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Frank Boland was convinced that a traditional tail rudder and ailerons/wing warping was unnecessary to provide lateral control for an airplane. He started experimenting with different control mechanisms in 1908. More enthusiastic and daring than skilled engineer, Boland and Kimball spent 1910 experimenting with, crashing and rebuilding the Greene biplane while they worked out and refined what Boland called the 'jibbed' control. The resulting airplane was very easy to fly.
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The forward spar was close to the leading edge; from it forward around the edge the wing was plywood covered, forming a torque-resistant D-box; aft the covering was fabric. The rear spar was just behind mid-chord. The central panel, occupying a little under half the span, was straight edged and had constant chord. Outboard the wing was straight tapered to rounded tips, ailerons occupying all the trailing edge.
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Single-acting ailerons were fitted to both upper and lower wings. The Green engined aircraft had a single rudder mounted underneath the tailplane, while Grace's E.N.V. engined example had an additional rudder mounted above it. The undercarriage was simpler than Farman's design, and consisted of a pair of wheels mounted on an axle attached to the skids: supplementary tailskids were attached to the ends of the tail booms.
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On each side, a pair of streamlined struts from the front and rear wing spars at mid-span transmitted lift loads to the end of the stub wing. There was another, slighter pair of struts from each engine mounting vertically to the wing. The wing structure was mostly metal, with some wooden components, then fabric covered. Each wing carried a pair of ailerons with trim tabs to reduce control loads.
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Its air intake was in the nose and the afterburner was positioned at the rear of the fuselage, just below the tail structure. Fitted with tricycle landing gear, the main landing gear retracted inwards into the fuselage while the nose gear retracted forwards. The laminar-flow, two-spar, straight wing was mounted in the middle of the fuselage. It was equipped with modified Fowler flaps and Frise ailerons.
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The M10 is similar to the Alon A2-A, and indeed a handful of "Mooney A2-As" were built in Kerrville in 1968 before changeover of Mooney's production line was completed. According to the FAA Type Certificate Data Sheet, the "Model 10 is similar to Model A2-A except for new design empennage, ailerons and fuel tank vent." The most obvious difference is that the M10 replaces the iconic Ercoupe-style dual vertical stabilizer with a tail designed to allow the airplane to spin. Changes to the ailerons, along with replacement of the A2-A's tail, were motivated by Mooney's intent to market the M10 as a trainer: student pilots receiving training in a non-spinnable airplane, as the Ercoupe was, were issued FAA pilot certificates carrying the restriction that they could only fly airplanes which were "characteristically incapable of spinning"; thus the spinnable tail was necessary to turn the A2-A into a general-purpose trainer.
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It had a fairly high-lift, low-speed wing with very low wing loading. This, combined with its light weight, resulted in a very low stalling speed of well below . This was the main reason for its phenomenal maneuverability, allowing it to out-turn any Allied fighter of the time. Early models were fitted with servo tabs on the ailerons after pilots complained that control forces became too heavy at speeds above .
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These were held under spring tension for automatic balance in gusts, but were also connected through cables to the pilot's seat so they could be operated mechanically by the pilot for roll control.Montgomery, Richard J. Direct Testimony in Court (Equity No. 33852) on January 13, 1919. In essence these flaps were early ailerons."Montgomery Hits Wright's Patent: California College Professor Claims He Invented Warped Wings Back in 1885," New York World, April 24, 1910.
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The upper wing was built in two parts and carried the ailerons. Its fuselage was also simple, with a rectangular section apart from the curved upper decking. The underside curved upwards strongly near the nose, where its three-cylinder Anzani radial engine was cowled with its cylinders projecting for cooling. There was a single, open cockpit under the wing, which had a wide cut-out in its trailing edge to improve upward visibility.
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There was also a major undercarriage change with a retractable monowheel. This was fully exposed when lowered but only slightly so when retracted; the nose skid was shortened and reduced in length and depth. There were three one-off variants. The first, flown in 1953, was the R-22S "lamináris" Június-18, which had a laminar flow wing entirely ply- covered apart from the ailerons, and with a NACA 632-615 airfoil.
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Its inset hinged ailerons were each divided into two sections and small area airbrakes were mounted inboard. A braking parachute was deployed when landing. The metal semi-monocoque fuselage had a forward section which contained the cockpit ahead of the wing leading edge but became markedly slimmer aft, in pod and boom style. The KAI-14 had a 90° butterfly tail with straight tapered surfaces, squared tips and externally mass-balanced elevators.
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It is a shoulder wing cantilever monoplane, its wing built around a single wooden spar. Its Wortmann airfoil tapers in thickness/chord ratio from 18% at the root to 12% at the tip. The wing is also tapered in plan, with square tips; its leading edge is glassfibre/foam composite covered, with plywood over the remainder of the wing surface. There are all wood, spring trimmed ailerons and upper surface Schempp-Hirth airbrakes.
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Narrow chord ailerons filled about half the span. Its pusher mounted radial engine, a Menasco-Salmson B-2 on the prototype, was strut-mounted and completely uncowled over the wing with its propeller turning in a deep, rectangular cutout in the trailing edge. Production aircraft were expected to use a Wright Whirlwind J-6-9. The two step hull of the Maid had an ash framework, including the longerons, keel and transverse steps.
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An aircraft's attitude is stabilized in three directions: yaw, nose left or right about an axis running up and down; pitch, nose up or down about an axis running from wing to wing; and roll, rotation about an axis running from nose to tail. Elevators (moving flaps on the horizontal tail) produce pitch, a rudder on the vertical tail produces yaw, and ailerons (flaps on the wings that move in opposing directions) produce roll.
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It had a long span, high aspect ratio, cantilever wing, which was straight tapered and had squared tipss. It was built around a single main spar, with ply covering forward of it to and around the leading edge forming a torsion resistant D-box. Aft of the spar the wing was fabric covered. Inboard of long ailerons, which occupied about half the span, there were Fowler flaps and also mid chord spoilers.
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Ailerons occupied the entire trailing edges of the outer panels. A shallow gull form was due to reduced dihedral on the outer panels. The airfoil section chosen was derived from the NACA 23012 by Márton Pap, with the thickness of the section modified to achieve the desired pressure distribution. Maximum thickness was moved back to 45% chord to achieve laminar flow, checked in the wind tunnel of the Technical University of Budapest.
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While being a fully aerobatic aircraft, it possesses favourable handling qualities, including relatively tame stall characteristics. Controllability during stalls is augmented by vanes located on the wing tip tanks which accelerate airflow over the tips and ailerons. The SF.260 is a relatively fast aircraft, complete with responsive controls; as a product of the latter, pilots need to maintain awareness of speed dips, although ample aerodynamic warning is typically present.Moll October 1984, pp. 70–72.
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Carried an increased payload comparing to the earlier G.Va, and operated at a maximum takeoff weight of 4,550 kg (10,030 lb). To reduce the danger of flipping over during landing, Gothaer introduced the Stossfahrgestell ("shock landing gear"), a tandem two-bogie main landing gear. The Stossfahrgestell proved so good that it was fitted to all G.Vs in Bogohl 3. Some G.Vb aircraft also had Flettner servo tabs on the ailerons to reduce control forces.
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Narrow chord ailerons entirely occupied the trailing edges. The fuselage of the MS.300 was a rectangular section girder constructed of dural in the forward part containing the engine and cockpits, but wooden aft. Fairings produced a more rounded section, its surface metal in the front but fabric behind. The MS.300 had a Salmson 9P nine-cylinder radial engine in the nose, whereas the MS.301 had a five- cylinder, Lorraine 5Pa radial.
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The F.K.45 was the result of a 1931 order from René Paulhan, a French test pilot with Nieuport-Delage, for a light aerobatic aircraft. It was first flown in February 1932, though not delivered to Paulhan for two more years. It was a single bay biplane, with equal span, unswept wings of constant chord and strong stagger, braced with N-form struts and flying wires. Ailerons were mounted on both upper and lower wings.
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There were rounded, spring balanced elevators with gaps at their roots to clear the fin and a small cut out for rudder movement; these control surfaces were ply skinned and fabric covered like the ailerons. The IS-5 had a short, rubber sprung skid under the cockpit and a fixed, unsprung monowheel under the wing, fitted with a brake. There was also a small extension of the fin to act as a tail bumper.
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The nickname Tummelisa, after the female partner of Tom Thumb, was widely used, though often shortened to Lisa. After the formation of the Swedish Air Force in 1926 the aircraft became officially known as the Ö 1. It is an all-wood single bay biplane, with equal span wings without stagger. The wings have simple parallel, faired interplane struts, assisted by flying wires and carry full-span ailerons only on the lower wing.
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The Bumblebee was designed by Ivan Driggs and built by the Johnson Airplane Company. It had advanced features: cantilever monoplanes were uncommon in the 1920s, steel tube framed lightplanes novel and enclosed cockpits rare. Its parasol wing had two spars of laminated spruce, the number of laminations decreasing outboard, and a birch skin from the leading edge to the rear spar. Behind this the wing was fabric covered, as were the steel framed ailerons.
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The trailing edge was spanned with aerofoil section flaps, split into two equal sections. Inboard, these acted as simple flaps; outboard, additionally, as drooping ailerons. The two NACA airfoil sections used in the wing were chosen because they have centres of pressure that vary little with the angle of incidence, which increases when the flaps are deployed. The Wanderlust also had upper surface spoilers hinged on the wing spar at about quarter span.
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The Radlock glider had a wing of rectangular plan built around two spars. It carried ailerons but no flaps or airbrakes. The wing was attached high above the fuselage by a pair of lift struts, one from the upper fuselage to the forward spar and the other reaching forwards from the lower fuselage member, behind the wing trailing edge, to the aft spar. Both lift struts joined the wing at about mid-span.
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The Parasol has conventional three-axis controls, including half-span ailerons. The main landing gear is bungee-suspended and the tail has a steerable skid. Brakes were optional and taxiing the aircraft without them was described as "a little tricky". As is the case with many parasol designs where the pilot sits directly underneath the wing on the aircraft's center of gravity, the cockpit access is restricted by the close proximity of the wing.
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The wings have constant chord and curved, slightly upswept tips; they are built around one main and one auxiliary spar. The short span ailerons move on piano-type hinges, with slotted flaps on the rest of the trailing edges. The low-mounted horizontal tail is also of constant chord apart from a cut-out for rudder movement; the starboard elevator carries a flight adjustable trim tab. Fin and rudder are straight-edged, but swept.
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Its parasol wing is of single spar construction, with straight, swept leading edges and unswept trailing edges outboard of a short parallel chord centre section. This wing has an aspect ratio of 16, more than twice that of the Scud 1\. It carries outboard ailerons but there are no flaps or airbrakes. The wing is supported by two parallel pairs of thin lift struts from the mid-fuselage longerons to centre section mounting points.
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It was similar to the V 3 but the wing plan was no longer as rectangular, having blunted and more angled tips. The horn-balanced ailerons were replaced with conventional surfaces. Its completely revised hull was shallow but wide, curving outwards in plan from the nose, at its broadest under the wing and tapering smoothly back to the tail. The extra width provided stability on the water and the sponsons had gone.
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The interplane struts were N-shaped, linking upper and lower spars, aided by one diagonal strut on each side running from the upper rear spar to the lower forward spar. Full span ailerons were fitted to both upper and lower wings. The Aircar was initially fitted with a Pobjoy Niagara II engine, a small diameter radial. The driveshaft of the two-bladed propeller was offset above the engine center by spur reduction gearing.
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The Sländan () was the first Swedish microlight apart from glider based types. It is built from composite materials, with a square section beam formed in two halves supporting the engine well ahead of the wing leading edge and extending aft continuously to the tail. The wings, rectangular in plan and with a high aspect ratio (10:1), are attached to the beam with dihedral of 1.5°. Ailerons cover 30% of the trailing edge.
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The E-40, one of several Praga trainer designs, was a single-bay biplane with open, tandem cockpits. The swept wings had twin wooden spars and a mixture of plywood and fabric covering. Ailerons were fitted to the lower wing and the upper wing had a cut-out on its trailing edge to enhance visibility from the forward cockpit. The N-form interplane struts were steel and the bay braced with streamlined wires.
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The S-5 was powered by a Argus water-cooled engine turning a propeller Sikorsky designed and built himself. The fabric covering the wooden wings was tightened with pure alcohol and glue mixed with boiling water. The fuselage structure was left exposed. Instead of separate levers to control the elevator and ailerons as in his previous aircraft, Sikorsky designed a single control lever with a wheel allowing control of pitch and roll.
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The Ca.125 was a wire braced single bay biplane with slender, elliptical, unequal span wings; pairs of parallel interplane struts defined the bays and, because the lower wings had the greater span, these struts leaned inwards. The wings had neither stagger nor sweep. Ailerons were fitted only on the lower planes. In contrast to the elegant wingplan, the fuselage was deep and portly, in part a consequence of the enclosed, tandem cockpits.
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The NiD 590 was an entirely metal aircraft, with light alloy used for most of its structure and skin. The wing was in three parts, with a rectangular centre section and trapezoidal, cantilevered outer panels. It had a two spar structure, with ribs joining the two into a box to which the separate leading edge was bolted and the trailing edge hinged. High aspect ratio ailerons filled about 75% of the trailing edges.
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The wings were wooden with plywood covering and a final sheath of fabric, the upper wings a single piece, connected to and held above the upper fuselage by a pair of outward sloping N form struts. The lower wings were attached to stubs integral with the lower fuselage. N-form interplane struts joined the wings, which were wire braced. Aerodynamically balanced ailerons covered almost all the trailing edge of the lower wing.
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Each wing has two sections, a parallel-chord centre section and a double straight tapered outer panel, ending with semi-elliptical tips. The only dihedral, 5°, is on the centre section, forming the gull wing. Airbrakes are centrally placed on the upper centre section surface and fabric-covered ailerons fill the trailing edges of the outer panels. The fuselage is ply covered and of teardrop cross section, deep around the generously dimensioned cockpit.
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Both types however existed only on paper; no aircraft of these types went into service. ;I-16 Type 23 : Type 10 additionally armed with RS-82 rockets; 35 were built starting in May 1939. Further production of this type was cancelled in August 1939. ;I-16 Type 24 :Four ShKAS, landing flaps replaced drooping ailerons, tailwheel added, second cockpit door added on the starboard side, Shvetsov M-63 engine with 670 kW (900 hp).
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Ailerons were fitted only to the upper wing. The tail was cruciform in shape and the undercarriage was designed to be interchangeable to allow the S.45 to be flown as a seaplane or landplane. The machine was powered by a single rotary engine in the nose, turning a two-blade propeller. In seaplane configuration, the undercarriage consisted of a single broad pontoon mounted beneath the fuselage, with airbags on short struts under each wing.
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The outer panels were straight tapered to blunt tips, the wing becoming thinner and thus acquiring dihedral though retaining a horizontal upper surface. Ailerons occupied the whole trailing edges of these outer panels; there were no inboard flaps or air brakes. Its wood framed, plywood skinned fuselage was hexagonal in cross section, tapering markedly on its underside towards the tail. The wing was mounted on a pedestal which sloped away aft into the upper fuselage.
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Balanced ailerons extended throughout the span, except near the fuselage, where these were reduced to provide greater downward visibility for the pilot. The lower wing surface sat only 1.5 m (4.92 ft.) above the ground, which generated a beneficial ground effect to significantly reduce landing speeds. The aircraft's fuel tanks, which were located in the wing's center portion on either side of the axis of symmetry, could be separately isolated using a multi-way stopcock.
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The interplane struts were streamlined and broad in chord, made from duralumin; there was a pair of these struts marking the inner bay but a single strut outboard. The wings, made of wood and fabric covered were of constant chord over most of the span, but final sections where the leading edges swept back produced triangular tips. There were balanced ailerons on both upper and lower planes. The fuselage in contrast was made of metal.
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The Orione was a cantilever high-wing monoplane, designed for high performance, competition flying and record breaking. Its wing had a rectangular-plan central piece, occupying about one-third of the span, and outer straight tapered panels with rounded tips. Ailerons occupied the whole trailing edges of these outer panels and were unusual in extending aft beyond the trailing edge of the centre section. There were no inboard flaps or air brakes.
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The horizontal tail was rectangular in plan and, like the ailerons, split spanwise into two moving sections with greater deflections at the rear. The Libellule's landing gear was fixed and conventional with a track of . Its mainwheels were on a single axle, connected to the central and lower fuselage with a lateral, inverted, W-strut of profiled steel tubes, with rubber cord shock absorbers. Drag loads were countered with fore-and-aft wire bracing.
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Uwins made yet another wide circuit in the aircraft and again managed a safe landing. For the next flight the cam device was removed and the control issue addressed by reducing the area of the ailerons to around 40% of their original area. At the same time a new spinner was fitted, this being designed to remain static. Three further flights were made, during the last two of which the undercarriage was successfully operated.
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Plywood covering around the leading edge from the forward spar formed a torsion resistant D-box, with fabric-covering aft. It was braced with V-struts on either side from the lower fuselage longerons to the wing spars. Long, constant chord, Frise-type ailerons occupied more than half the span; the Sroka was the first Polish glider to use them. The Sroka's ply- covered fuselage was hexagonal in section with deep, slightly converging sides.
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The IKV-3 was designed and the sole example produced between 1964-1966. The wings are built from pine with a birch-plywood skin to 55% from the leading edge. The wing employs a Wortmann FX62-K-152 airfoil at the wing root, a Wortmann FX62-K-153 mid-span and a Wortmann FX60-126 at the wing tip. The ailerons are 3.1m long and are constructed with foam plastic ribs and covered with plywood.
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The Grifo single-seat trainer was intended as an improved version of the Teichfuss Nibio I. It was a braced high-wing monoplane, with a single spar wing. Apart from full rounded wing tips the wing was rectangular in plan, with plywood covering from the spar forward around the leading edge forming a torsion resisting D-box. Aft of the spar the wing was fabric- covered. Ailerons occupied more than half the span.
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The Féré F.3 is almost entirely wooden in structure and skinning, though some areas are fabric covered. The one piece, low set wing is built around a single box spar, with its leading edge covered in okoumé plywood under an overall fabric covering. The inner sections of the wings have no dihedral but the outer panels are set at 5.80°. There are plain, fabric covered ailerons on the outer panels but no flaps.
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Pilots still wanted a true three-axis control ultralight, so Eipper added spoilerons. The spoilerons were only minimally effective, providing only a minimal amount of control over the roll axis. The next generation of MX had true ailerons which gave the aircraft full roll authority. The single-seat Quicksilver MX not only complies with the US FAR 103 Ultralight Vehicles rules, but was in fact the aircraft around which the rules were developed.
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The wings carried short span ailerons at the tips and undersurface airbrakes, which could be extended at 90° to the airflow, inboard. The tail surfaces, separated by 110°, had swept leading edges and rounded tips. The airflow-conforming aerodynamics of the fuselage gave it a rather humped back profile, with the dorsal line dropping away aft of the wing to a slender tail. Ahead of the wing the combined canopy-nose line was almost straight.
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The metal wing structure was fabric covered behind the front spar as were the metal-framed control surfaces. The top wing featured full span slats, plus all-metal split flaps between the wing roots and ailerons. The bottom wing also incorporated split flaps. The center section of the top wing curved down to meet the fuselage, in a gull-wing configuration like earlier Polish and Soviet fighters such as the Polikarpov I-153.
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Behind the spar, which was assisted by an internal diagonal drag strut to the fuselage, the wing was fabric- covered. The high dihedral, inner part of the wing was rectangular in plan but the outer wing was trapezoidal, tapering to rounded tips. The outer wings carried long, narrow-chord, differential Frise ailerons outboard with mid- chord, upper-surface air brakes inboard. The Mewa's fuselage was an oval- section, semi-monocoque, plywood structure.
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Boeing developed the X-45 from research gathered during the development of the Bird of Prey. The X-45 features an extremely low-profile dorsal intake placed near the leading edge of the aircraft. The center fuselage is blended into a swept lambda wing, with a small exhaust outlet. It has no vertical control surfaces — split ailerons near each wingtip function as asymmetric air brakes, providing rudder control, much as in Northrop's flying wings.
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By mid-1977 some 40 hours had been flown under the power of a 156 kW (210 hp) Rolls-Royce Continental IO-360-D. This was then replaced with a 209 kW (280 hp) Lycoming IO-540-D (Special) driving a three blade propeller which markedly improved the performance. Revised ailerons were fitted, the rudder horn balanced and heightened. Only one aircraft (G-BCIT) was built and this remains in store at Cranfield in 2010.
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Long, narrow-chord ailerons filled most of the straight part of the trailing edges. It was entirely wooden, built around two box spars and plywood covered. The Arc-en-Ciel was powered by three Hispano-Suiza 8Ac water-cooled upright V8 engines. One was in the nose and the other two ahead of the wing leading edge, all within cowlings that followed the V8's cylinder heads and cooled with Lamblin radiators.
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Libyan Su-24-borne Kh-29Ts supplied in large quantities to Muammar Gaddafi's Jamahiriya have been used by Islamist factions against pro-government forces around Tripoli during the current low- level civil war (they were seized from Ghardabiya Air Base depots). Their use, however, was in an unguided ground-to-ground role, launched from modified trucks and with their fins and ailerons at the front and back removed for a somewhat more stable flight path.
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Narrow-chord ailerons filled well over half the trailing edge. It was powered by a , eighteen cylinder Salmson 18 Cm. This was one of the last, and the most powerful, of Salmson's water-cooled radial engines, with two in-line rows of nine cylinders. It was enclosed in a rounded cowling with caps over the cylinder- heads. Fuel was held in the wing centre-section and two Lamblin radiators were mounted on the undercarriage legs.
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The aircraft is out of production but is supported by Aviat Aircraft. ;S-2C :Four aileron, two-seat, factory-built, symmetric airfoil, 260 hp (194 kW) Lycoming driving constant speed three-blade propeller, current production model. This was an evolution of the S-2B model, with improved ailerons and rudder, flat bottom fuselage, lower profile bungee gear, better inverted handling, and certified for +6 -5g. It is in production in 2008 by Aviat Aircraft.
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In an effort to perfect the design of the Stephens Akro, Loudenslager conducted modifications to increase roll rate, climb rate, and overall strength while decreasing the empty weight. These modifications included grinding away unnecessary bosses and casting flash, which removed 12 pounds from the motor alone, as well as spot drilling the canopy. A high strength wing was achieved using a single piece wooden spar. Longer full-span ailerons greatly increased the roll rate.
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During flight displays, the Sea Fury could demonstrate its ability to perform rapid rolls at a rate of 100 degrees per second, attributed to the spring tab equipped ailerons. For extra thrust on takeoff Jet Assisted Take Off (JATO) could be used.Darling 2002, pp. 36–38.Mackay 1991, p. 16. RAN FB.11 aircraft in 2011 The Sea Fury was powered by the newly developed Bristol Centaurus reciprocating engine, which drove a five-bladed propeller.
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To this end, as many parts were made interchangeable as possible. For example, all nine control surfaces (two ailerons, four flap segments, two elevators, and the rudder) are the same part that can be fitted to any of these locations with minimal modification. Both halves of the horizontal stabiliser and the fin can similarly be interchanged, and most of the left and right wings is common to both.Air International March 1984, p. 154.
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Voisin's characteristic side-curtains were fitted to the outermost pair of interplane struts and roll control was achieved using trailing-edge ailerons on both upper and lower wings.The New Voisin, Flight, 25 Feb 1911 p.167 The aircraft was judged a success and Voisin manufactured a number of examples. There are variations between the individual production aircraft: the two examples flown in the French military aircraft trials in 1911 had a wingspan of .
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Boulton's 1864 paper, "On Aërial Locomotion" describing several designs including ailerons. The name "aileron", from French, meaning "little wing", also refers to the extremities of a bird's wings used to control their flight. It first appeared in print in the 7th edition of Cassell's French- English Dictionary of 1877, with its lead meaning of "small wing".Parkin 1964, p. 66. In the context of powered airplanes it appears in print about 1908.
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All aircraft with dihedral have some form of yaw-roll coupling to promote stability. Common trainers like the Cessna 152/172 series can be roll controlled with rudder alone. The rudder of the Boeing 737 has more roll authority over the aircraft than the ailerons at high angles of attack. This led to two notable accidents when the rudder jammed in the fully deflected position causing rollovers (see Boeing 737 rudder issues).
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The trailing edges of the outer panels were almost entirely occupied by the ailerons. The Vittoria had a plywood-skinned, hexagonal-cross-section, wooden-framed fuselage, with deep sides which converged somewhat downwards. Its cockpit was immediately in front of the wing pedestal, beneath a framed canopy which lifted off, reinforced by a small part of the upper fuselage skin, for access. Comfortable seating was in-flight adjustable and the visibility was good.
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The Duverne-Saran 01 was designed to carry a pilot and two passengers rapidly but economically with the extra security provided by two engines. It was a wooden aircraft with a low, cantilever wing set with about 6° of dihedral. The wing was in three parts, with a short span, constant chord centre section and two straight-tapered, square-tipped outer panels. Long ailerons on the outer panels occupied about 60% of the span.
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The American Eagle A-1 was designed in late 1925 as a training aircraft to replace the World War I biplanes then in use by the Porterfield Flying School. The prototype A-1 first flew at Richards Field in Kansas City Missouri on 9 April 1926.Simpson, 2001, P. 40 Small modifications made to the design in 1927, including ailerons on the lower wings, led to the A-101 designation. The 90 h.p.
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Apart from long, curved tips, this foreplane had straight edges and constant chord; it had a span of about 40% that of the mainplane and less than 20% of its area. Its function was largely to bring the centre of pressure forward. The main wing was slightly tapered away from its roots and with square tips. It was built around four spars and covered in stressed 3-ply, with long-span ailerons.
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The Shirl was a two-bay biplane with foldable fabric-covered wings, without stagger and of equal span, carrying two pairs of ailerons. The fuselage was rectangular in cross-section and plywood-covered, in anticipation of ditching at the end of the mission, since deck landing was not yet practicable. The split-axle undercarriage could be jettisoned for the same situation. The engine was cooled with a honeycomb radiator immediately behind a two-blade propeller.
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The larger upper wing had a trailing edge cut-out to enhance vision from the cockpit, a feature absent from the first aircraft. A single I interplane strut on each side, broadly faired to the wings at top and bottom, replaced the earlier pairs. Only the upper wings carried ailerons. Both had a flush mounted radiator similar to those used in the Albatros D.V fighters mounted within the upper wing ahead of the pilot.
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Ailerons were found only on the bottom wings. Stamped aluminium alloy ribs were used to construct the wings and steel-tube compression struts were at the interplane and centre section of the wings. Interlaced between the wings were streamlined landing and flying wires. Except for a broader chord tail-fin introduced after the first production series, while retaining the original rudder of the Model 2, the Model 7 was superficially identical to its earlier predecessor.
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The Descamps 27 was a two bay biplane. Its upper and lower wings had the same constant chord and the same spans when the overhangs of the balanced ailerons, fitted only to the lower wing, were included. There was forward stagger, so each pair of parallel interplane struts leant forward. The upper wing was unswept but the lower wing had about 7° of forward sweep to improve the pilot's forward and downwards field of view.
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The later 5-AT had more powerful Pratt & Whitney engines. All models had an aluminum corrugated sheet- metal body and wings. Unlike many aircraft of this era, extending through World War II, its control surfaces (ailerons, elevators, and rudders) were not fabric-covered, but were also made of corrugated metal. As was common for the time, its rudder and elevators were actuated by metal cables that were strung along the external surface of the aircraft.
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The Champion was created by scaling down the Avid Mark IV and narrowing the wider fuselage into a single seat design intended to comply with the US FAR 103 Ultralight Vehicles category. The design is a conventional tractor configuration, featuring tube and aircraft fabric construction. The main landing gear is bungee suspended and includes a steerable tailwheel. Like other Avid designs, the wing has an under-cambered airfoil, Junkers style ailerons and scalloped trailing edges.
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The leading edge remains straight and slightly swept, but the inner half-span has no sweep on the trailing edge, with the ailerons mounted on the forward swept edge of the outboard part. The wing construction is similar to that of the Jantar 1, all glass fibre with a single spar and glass cloth/foam sandwich skin. There are mid-chord Schempp-Hirth airbrakes which extend both above and below the wing.
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It was a single bay biplane with approximately equal span, rectangular plan wings mounted with dihedral only on the lower wing and with marked stagger, so that the single interplane strut on each wing leant forward strongly. These struts had airfoil sections and had extended, faired heads and feet. Inverted-V cabane struts linked the upper wing centre section to the upper fuselage. Long ailerons were fitted only on the lower wing.
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F-22 Raptor, the first U.S. supermaneuverable aircraft. It has thrust vectoring and a thrust-to-weight ratio of 1.26 at 50% fuel. Traditional aircraft maneuvering is accomplished by altering the flow of air passing over the control surfaces of the aircraft—the ailerons, elevators, flaps, air brakes and rudder. Some of these control surfaces can be combined—such as in the "ruddervators" of a V-tail configuration—but the basic properties are unaffected.
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The usual crossed diagonal pairs of flying wires braced the bays. The Type O used wing warping rather than ailerons for lateral control. When it first flew in the early weeks of 1914, it was powered by a semi-cowled Anzani 6-cylinder radial. There were two versions of this engine with different displacements; l'Aérophile states a power output of , corresponding to the smaller version, but Hauet quotes , that of the larger engine.
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The Pober Sport was introduced at the 1959 EAA convention. During the sourcing of the parts, Poberezny used a C-47 to pick up the Luscome wings, and started work on the ailerons while in- flight. Anders “Andy” Ljungberg later toured the United States on a 72 stop tour with the aircraft to visit every EAA chapter in the country. The tour was broadcast and monitored by amateur radio operators along the route.
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Some aircraft configurations have non-standard primary controls. For example, instead of elevators at the back of the stabilizers, the entire tailplane may change angle. Some aircraft have a tail in the shape of a V, and the moving parts at the back of those combine the functions of elevators and rudder. Delta wing aircraft may have "elevons" at the back of the wing, which combine the functions of elevators and ailerons.
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The flaps are also GRP structures. The wing has constant chord, 1.5° of dihedral and a full span combination of flaps and ailerons. The exposed boom aft of the wing trailing edge is slender and carries the rectangular horizontal tail surfaces, large triangular fin and parallel chord rudder, plus a small ventral fin. A Rotax 912 ULS flat four engine is mounted above the wing position and forward of its leading edge.
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Carrier landing trials revealed a structural weakness of the rear fuselage when one aircraft was broken in half during a heavy landing. Severe vibrations in the tail upon engaging the arresting wire were cured by adding a roller bearing to the tailhook to counter the sideways forces placed on the tailhook. Other necessary changes were the addition of spoiler ailerons and an elevator control boost to improve the aircraft's poor controllability at low speeds.
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The Slingsby Petrel was a development of the German Schleicher Rhönadler designed by Hans Jacobs. It was a single-seat high-performance sailplane with a span of a little under 18 metres, built of wood with a mixture of plywood and fabric covering. It had high cantilever gull wings, though the inner section dihedral was modest. They carried straight taper to fine and rounded tips and ailerons that extended over more than half the span.
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An overly flexible, involuntarily twisting wing can cause involuntary rolling, but even worse, it can convert attempts at correction, either from wing warping or ailerons, into a counteracting "servo tab" effect. Once this was fully understood, wing structures were made progressively more rigid, precluding wing warping altogether – and aircraft became far more controllable in the lateral plane. Current technology has allowed scientists to revisit the concept of wing warping (also known as morphing wings).
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The Spruce Coupe features a strut-braced low-wing, a single-seat enclosed cockpit, fixed conventional landing gear and a single engine in tractor configuration. The aircraft is made from a combination of spruce or pine, and fir, birch, mahogany plywood with its flying surfaces covered in doped aircraft fabric. Its span wing has a wing area of , mounts Junkers ailerons and is braced with "V" struts to the landing gear. The cabin width is .
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Instrument panel Dual controls are available as optional equipment on the Cessna 152 and almost all 152s have this option installed. The Cessna 152 is equipped with differential ailerons that move through 20 degrees upwards and 15 degrees downwards. It has single-slotted flaps which are electrically operated and deploy to a maximum of 30 degrees. The rudder can move 23 degrees to either side and is fitted with a ground-adjustable trim tab.
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The resulting triangular structure appears to have been covered with cambric.The light coloured kingpost does not show up well in reproduced photos, the bracing wires even less Unbalanced ailerons with an unusually large angular travel were fitted, in order to maintain control at low speeds. The square section fuselage was built from cross braced spruce longerons and covered with plywood. At the nose these longerons curved together, giving the glider a slight boat-like look.
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Divided ailerons occupied more than half the trailing edges. A DFS type air brake, mounted on the spar at about one-third span, could be extended both above and below the wing. SP-1088 just after a bungee launch Its fuselage was a ply-covered, oval section semi-monocoque structure with an enclosed, multi-transparency cockpit above the leading edges of the wing roots. Some of the production PWS-101s had water ballast tanks.
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The wings were built around a single spar with a forward, plywood skinned torsion box between it and the leading edge; behind the spar the wing was fabric covered. The tips carried the small sreamlined bodies known as salmons, common at the time. The outer panels carried wooden slotted ailerons which were ply skinned but with an outer fabric covering. The IS-8 had an ovoid cross-section metal and plywood monocoque fuselage.
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There were fabric-over-ply-covered wooden slotted ailerons which occupied all the trailing edge of the outer panels. The wing tips carried the small, streamlined bodies known as salmons which were common at the time. The deep oval section pod of the IS-9 was a sheet metal monocoque. Its single-seat cockpit was ahead of the wing leading edge, enclosed by a smoothly contoured, two-piece, side-opening perspex canopy.
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It was built around a single spar with a plywood covered torsion box ahead of it around the leading edge. Behind the spar the wing was fabric-covered. The leading edge was straight and unswept, and over the inner half span section the trailing edge ran parallel, apart from a root extension rearwards to blend wing and fuselage. The outer panels were straight-tapered, with short span, slotted ailerons that were fabric-over-ply-covered.
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Three prototypes were ordered in early 1918, and the first one flew in September 1918. It was destroyed on 3 May 1919 when attempting to break the World altitude record, its engine catching fire and BAT's test pilot, Peter Legh, being killed after he jumped clear.Flight 8 May 1919, p.616. The second and third prototype were fitted with modified, horn balanced ailerons, with the second prototype tested at Martlesham Heath in October 1919.
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Some parts, for example the wings and to a lesser extent the horizontal tails, of the two aircraft were similar. Both had almost rectangular, two-spar, wooden structured, two piece wings with fabric covering everywhere except the leading edges, which were plywood covered. The Prüfling's wing tips were more rounded and its span greater. They both had simple ailerons reaching to the tips, where they were cropped, though the Prüfling's were a little longer.
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It has narrow, full span, slotted ailerons, operating in co-ordination with rudder deflections and built in the same way as the wings. Single struts on each side brace the spar to the lower fuselage. The fuselage of the BRO-23KR is formed from two GRP halves and attached to the wing centre- section. It has a long, shallow open cockpit which stretches back under the wing with the pilot in a reclined position.
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The cables tended to stretch, resulting in the sensations of "give" and "play" that made the controls less crisp and responsive, and required constant maintenance to correct. For the new design, the team replaced the cables with rigid pushrods and bearings to eliminate this problem. Another innovation was making the controls as light as possible. The maximum resistance of the ailerons was limited to , as the average man's wrist could not exert a greater force.
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