A Spyker C8 Aileron pulling away from the start of the Goodwood Festival of Speed hillclimb in 2009.A convertible version of the C8 Aileron was unveiled later in 2009 at the Pebble Beach Concours d'Elegance. Aside from the retractable roof, the dimensions and powertrain of the Aileron Spyder are identical to those of the standard Aileron. The Aileron Spyder would replace the original C8 Spyder, which had been in production since 2000.
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Aileron Roll Swift aerobatic glider performing an aileron roll while being towed. The "nose up attitude" necessary to maintain approximately level flight at the shown phase of the maneuver is clearly visible. Note the aileron deflection on the right wing Diagram of how an aileron roll is performed in relation to other common rolls. The aileron roll is an aerobatic maneuver in which an aircraft does a full 360° revolution about its longitudinal axis.
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Extra 300L aircraft, from below, showing light coloured quadrilateral spades at roughly midwing. Spades are flat metal plates, usually attached to the aileron lower surface, ahead of the aileron hinge, by a lever arm. They reduce the force needed by the pilot to deflect the aileron and are often seen on aerobatic aircraft. As the aileron is deflected upward, the spade produces a downward aerodynamic force, which tends to rotate the whole assembly so as to further deflect the aileron upward.
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The downward aileron deflection on the left increases the airfoil camber, which will typically increase the profile drag. Conversely, the upward aileron deflection on the right will decrease the camber and profile drag. The profile drag imbalance adds to the adverse yaw. A Frise aileron reduces this imbalance drag, as described further below.
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Aileron surface Ailerons are mounted on the trailing edge of each wing near the wingtips and move in opposite directions. When the pilot moves the stick left, or turns the wheel counter-clockwise, the left aileron goes up and the right aileron goes down. A raised aileron reduces lift on that wing and a lowered one increases lift, so moving the stick left causes the left wing to drop and the right wing to rise. This causes the aircraft to roll to the left and begin to turn to the left.
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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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By careful design of the mechanical linkages, the up aileron can be made to deflect more than the down aileron (e.g., US patent 1,565,097).United States Patent 1565097, Mummert 1925 This helps reduce the likelihood of a wing tip stall when aileron deflections are made at high angles of attack. In addition, the consequent differential in drag reduces adverse yaw (as also discussed above).
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They may also, depending on cuff location, improve aileron control at low speed.
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Blender Form of entering an inverted flat spin from a nose down attitude. The pilot applies full aileron, then rudder in the opposite direction and full down elevator. The plane will "snap" and then the pilot must neutralize aileron (and in some cases apply aileron in the same direction as the rudder) and the plane will be in an inverted flat spin. Pop- Top Same as a blender, but going up.
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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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Mass balancing of the Frise- hinged ailerons on a Messerschmitt Bf 110 "zerstörer" To increase the speed at which control surface flutter (aeroelastic flutter) might become a risk, the center of gravity of the control surface is moved towards the hinge-line for that surface. To achieve this, lead weights may be added to the front of the aileron. In some aircraft the aileron construction may be too heavy to allow this system to work without an excessive increase in the weight of the aileron. In this case, the weight may be added to a lever arm to move the weight well out in front to the aileron body.
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As the Spitfire gained more power and was able to fly at greater speeds the risk of aileron reversal was increasing so the Supermarine design team set about redesigning the wings to counter this possibility. The original wing design had a theoretical aileron-reversal speed of ,Quill 1983, p. 272. which was somewhat lower than that of some contemporary fighters. The new wing of the Spitfire F Mk 21 and its successors was designed to help alleviate this problem; the wing's stiffness was increased by 47%, and a new design of aileron using piano hinges and geared trim tabs meant the theoretical aileron-reversal speed was increased to .
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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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This is seen less often now, due to the Frise type aileron which provides the same benefit.
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As the Spitfire gained more power and was able to manoeuvre at higher speeds, the possibility that pilots would encounter aileron reversal increased, and the Supermarine design team set about redesigning the wings to counter this. The original wing design had a theoretical aileron reversal speed of ,Quill 1983, p. 272. which was somewhat lower than that of some contemporary fighters. The Royal Aircraft Establishment noted that, at indicated airspeed, roughly 65% of aileron effectiveness was lost due to wing twist.
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Illustration of a Differential aileron The geometry of most aileron linkages can be configured so as to bias the travel further upward than downward. By excessively deflecting the upward aileron, profile drag is increased rather than reduced and separation drag further aids in producing drag on the inside wing, producing a yaw force in the direction of the turn. Though not as efficient as rudder mixing, aileron differential is very easy to implement on almost any airplane and offers the significant advantage of reducing the tendency for the wing to stall at the tip first by limiting the downward aileron deflection and its associated effective increase in angle of attack. Most airplanes use this method of adverse yaw mitigation — particularly noticeable on one of the first well-known aircraft to ever use them, the de Havilland Tiger Moth training biplane of the 1930s — due to the simple implementation and safety benefits.
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Some aileron designs, particularly when fitted on swept wings, include fences like wing fences flush with their inboard plane, in order to suppress some of the spanwise component of the airflow running on the top of the wing, which tends to disrupt the laminar flow above the aileron, when deflected downwards.
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At transonic speeds, shockwaves build up first at the root rather than the tip, again helping ensure effective aileron control.
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NACA Report No. 736 presents a continuation of the flutter analysis published in NACA Report No. 496. The results of that paper have been extended to include the effect of aerodynamic balance and the effect of adding a control tab to the aileron. The aerodynamic coefficients are presented in a form usable for application to the flutter problem. NACA Report 736 presents theoretical expressions for the forces and the moments in a uniform horizontal air stream on a plane airfoil performing small sinusoidal motions in several degrees of freedom: verticaI motion, torsional movement about an arbitrary spanwise axis, aileron movement about a hinge axis not necessarily located at the Ieading edge of the aileron, and tab movement similar to the aileron movement.
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C8 Aileron at the 2010 Goodwood Festival of Speed At the 2009 Geneva Motor Show, Spyker debuted the C8 Aileron, described by the company as the second generation of their C8 sports car, to replace the Laviolette. Though still equipped with the same 4.2L Audi V8 from the Spyder and Laviolette, the Aileron features a longer, wider body, and, for the first time in the C8, an optional ZF automatic transmission. Continuing with the aviation themes of previous C8 cars, the Aileron's wheel design is inspired by jet turbine blades, a motif that can be seen throughout the car's aluminum construction and interior. The name 'Aileron' is a reference to the flight control surface of the same name, a nod to the company's history in aviation.
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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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This is sometimes referred to as wing warping, but it differs from that employed on pioneer aircraft. In 1986 the company abandoned the "gapless" aileron design and moved to a more conventional separate aileron. Conversion kits for the existing aircraft fleet were made available. The WT-11's wings are removable by two people in 15 minutes.
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A rapid decompression occurred. Control and trim cables to the rudder and elevators were severed, leaving only one aileron and wing spoilers operating. Two of the four hydraulic systems were out. The crew wrestled at the controls, managing to keep control of the plane with changes in power settings by using the one working aileron and wing spoilers.
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The pilot, using aileron and elevator control surfaces can then fly the glider before making a wheels-down or parachute-assisted landing.
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Performance was very disappointing, being slower than the Yak-28P, and serious aileron reversal issues caused the abandonment of the Yak-28-64.
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In August 1915, Frank Barnwell rejoined Bristol Aeroplane Company and was looking for an assistant. He interviewed Leslie Frise and employed him in 1916; Frank Barnwell would become one of Bristol's main aircraft designers until his death on 2 August 1938 in an aviation accident. With Barnwell he developed the 1916 Bristol F.2 Fighter. Frise aileron He invented the Frise aileron, also known as the slotted aileron, in 1921, which is designed to counteract adverse yaw, which won him the Royal Aeronautical Society's Wakefield Gold Medal (for advances in aviation safety) awarded on 30 May 1933.
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Some smaller kitplanes have flaperons for reasons of simplicity of manufacture, while some large commercial aircraft may have a flaperon between the flaps and aileron.
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Another Art Scholl signature was his dog, "Aileron", who occasionally flew in the Super Chipmunk's cockpit with Scholl in his air show performances. Aileron was hugely popular with the crowds. Bob Hoover, the World War II fighter pilot, former test pilot and fellow aerobatic pilot, was a close friend of Scholl. Hoover was often at Scholl's Rialto facility, where he also maintained a hangar for his aircraft.
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Seven feet of the outer panel of the right wing including the right aileron and control mechanism from the center hinge outboard together with 15 feet of the left outer wing panel and aileron separated from the aircraft. Ground impact occurred beyond the east tower. At this point, the aircraft had rolled to a partially inverted attitude. The nose and left wing struck the ground first.
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"NACA Report on lateral control research, p. 131." naca.central.cranfield.ac.uk.. Retrieved 27 June 2010. The new wing of the Spitfire F Mk 21 and its successors was designed to help alleviate this problem. Its stiffness was increased by 47%, and a new aileron design using piano hinges and geared trim tabs meant the theoretical aileron reversal speed was increased to .Andrews and Morgan 1987, pp. 227–228.
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Trim tabs are small movable sections resembling scaled down ailerons located at or near the trailing edge of the aileron. On most propeller powered aircraft, the rotation of the propeller(s) induces a counteracting roll movement due to Newton's third law of motion, in that every action has an equal and opposite reaction. To relieve the pilot of having to provide continuous pressure on the stick in one direction (which causes fatigue) trim tabs are provided to adjust or trim out the pressure needed against any unwanted movement. The tab itself is deflected in relation to the aileron, causing the aileron to move in the opposite direction.
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The effectiveness of a flight control such as an aileron depends mainly on its area and its distance from the centre of the aircraft - its lever arm. If the wingspan is doubled, the area increases fourfold and the lever arm doubles, making the aileron 8 times more effective. With the aircraft being also four times heavier, and with the weight on average twice as far out, it requires 8 times the effort to achieve the same acceleration of the wing tip. These balance out, so on a large aircraft the equivalent aileron will accelerate the wing tip up or down at the same speed as a smaller aircraft.
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When aileron control was input, they were deflected up or down as a single unit, just like an aileron. When rudder input was made, the two surfaces on one side opened, top and bottom, creating drag, and yawing the aircraft. By applying input to both rudder pedals, both sets of surfaces were deployed creating drag so that the airspeed or the glide angle could be manipulated.Winchester 2005, p. 193.
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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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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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In September 1935, Groome and student Arnold Sym were killed when the control rod on the aileron of their Avro Avian failed and the aircraft crashed just outside Regina.
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RC helicopters generally require between 3 and 7 channels for control (although micro helicopters that utilize a 2-channel infrared control system also exist). Small fixed-pitch helicopters use a 4-channel radio (throttle, elevator, aileron, rudder); while collective-pitch models need a minimum of 5 channels (throttle, collective pitch, elevator, aileron, and rudder). 6th channel is often used for gyro gain. 7th channel commonly used for engine governor control for fuel powered models.
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The accident was attributed to the use of the wrong type of grease in the aileron controls; one aileron had "stuck in position, sending the aircraft out of control". The test pilot, Squadron Leader Douglas Davie, bailed out from 33,000 ft, suffering frostbite on the way down. The first prototype was fitted with the thrust W2/500 and was flown to 42,000 ft, but level speed at altitude was not attempted due to fuel shortage.
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Wooden construction cantilever biplane of extreme stagger. Fuselage oval in cross-section, plywood covered. Single- spar wings, plywood and canvas covered. Aileron on lower wing only Wings were dismounted and folded.
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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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The ITS-VB's first flight was on 30 July 1935, piloted by its designer and towed by a RWD 8 from Lwów- Skniłów. This revealed aileron flutter and required aileron redesign, after which the glider was stable and handled well. It participated in the Third National Glider Contest held at Ustjanowa Górna in the autumn of 1935 and continued research flying until the start of World War II, based at Bezmiechowa Górna and mostly flown by Piotr Mynarski.
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Harris was flying a Loening monoplane with a modified aileron when the aileron began oscillating badly, pulling the control stick from his hands. Facing a certain crash, Harris bailed out of the stricken aircraft, landing in a backyard grape arbor at a house at 335 Troy St., suffering only bruises on his legs and hand from fighting with the control stick. The Loening crashed into the side yard of a house at 403 Valley St, three blocks away.
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Thrust gates, or gaps, in the trailing edge flaps may be required to minimise interference between the engine flow and deployed flaps. In the absence of an inboard aileron, which provides a gap in many flap installations, a modified flap section may be needed. The thrust gate on the Boeing 757 was provided by a single-slotted flap in between the inboard and outboard double-slotted flaps. The A320, A330, A340 and A380 have no inboard aileron.
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This method of assembly would have resulted in a strong, light structure. The flap structure followed the same format as the wing and the aileron structure varied only in being fabric covered.
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The second aircraft fared worse. Its pilot was killed pulling out of a high speed dive, when strong aileron flutter resulted in wing breakup. Development was stopped immediately and no more were built.
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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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The pilot must have a good deal of speed on an upline, then apply full aileron followed by opposite rudder and full down elevator (very similar to the blender). Then neutralize aileron and lessen elevator and the plane will spin while motionless in the air. This manoeuvre has a large "wow factor" because the plane is literally stopped dead in the air for a second or two. Turn-Around A Turn-Around is a figure to go from upright to inverted and opposite.
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France played a pioneering role in the fields of aviation (nacelle, empennage, fuselage, aileron, altimeter, canard, decalage, monocoque, turbine) and automobile engineering or design (chassis, piston, arbor, grille, tonneau, berline, sedan, limousine, cabriolet, coupé, convertible).
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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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That is, the ailerons are used primarily to directly roll the wings, and the rudder is used to "coordinate" (to keep the sideslip angle near-zero during the rolling motion). Sideslip otherwise builds up during an aileron-driven roll because of adverse yaw. Often, the transmitter is programmed to automatically apply rudder in proportion to aileron deflection to coordinate the roll. When an airplane is in a small to moderate bank (roll angle) a small amount of 'back pressure' is required to maintain height.
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In 2013, Aileron Therapeutics, which was co-founded by Verdine, Walensky and Taylor, completed the first stapled peptide clinical trial with their growth- hormone-releasing hormone agonist ALRN-5281. As of 2019, Aileron Therapeutics is developing another candidate, ALRN-6924, in a Phase 2a trial that assesses the combination of ALRN-6924 and Pfizer’s palbociclib for the treatment of patients with MDM2-amplified cancers, and a Phase 1b/2 clinical trial to evaluate ALRN-6924 as a myelopreservative agent to protect against chemotherapy-induced toxicities.
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Sufficient rudder and aileron must be applied continuously to maintain the sideslip at this value. The dihedral action of the wings has a tendency to cause the aircraft to roll, so aileron must be applied to check the bank angle. With a slight residual bank angle, a touchdown is typically accomplished with the upwind main wheels touching down just before the downwind wheels. Excessive control must be avoided because over-banking could cause the engine nacelle or outboard wing flap to contact the runway/ground.
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Split flaps with an area of run under the trailing edge from aileron to aileron. The engine is a Menasco C-4, an air-cooled, inverted four-cylinder inline, though other Menasco engines could also have been fitted. The fuselage is all-metal, Aclad skinned and stiffened, though immediately behind the engine and around the cockpit the structure is reinforced with chrome-molybdenum steel tubes. The enclosed cockpit, under a sliding canopy and seating two side-by-side with dual controls, is over the wing.
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Gunston and Gordon 2005, p. 10. The AIR-7 was repaired after the accident, fitted with strengthened aileron hinges and modified undercarriage fairings. So modified, it set a new national speed record of on 25 September 1933.
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Andrews and Morgan 1988, p. 48. ;E.F.B.3 (Vickers Type 18B) :Revised fighter, with equal-span wings, aileron controls and revised nacelle without windows. One built. ;E.F.B.4 :Proposed design of similar layout to "Destroyer" - unbuilt. ;E.
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Despite test flights over two years covering more than with seven pilots who responded positively to its simple throttle and aileron controllability and refusal to stall violently or spin, plans for a second aircraft found no buyers.
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The following year, on 23 March 1999, Anderson died while putting the first production SR20 through experimental test flights before it went on sale. The purpose of the flight was to perform routine torture-test maneuvers and assess changes to the aileron if there were any issues. The incident occurred after the plane's aileron had jammed. Anderson was about 4 nautical miles out from the Duluth International Airport at the start of the flight when he radioed the control tower that he was returning due to a problem.
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Elevons or tailerons are aircraft control surfaces that combine the functions of the elevator (used for pitch control) and the aileron (used for roll control), hence the name. They are frequently used on tailless aircraft such as flying wings. An elevon that is not part of the main wing, but instead is a separate tail surface, is a stabilator (but stabilators are also used for pitch control only, with no roll function, as on the Piper Cherokee series of aircraft). The word "elevon" is a portmanteau of elevator and aileron.
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The deceleron, or split aileron, was developed in the late 1940s by Northrop originally for use on the F-89 Scorpion fighter aircraft. It is a two-part aileron that can be deflected as a unit to provide roll control, or split open to act as an air brake. Decelerons are also used on the Fairchild Republic A-10 Thunderbolt II and the Northrop B-2 Spirit flying wing. In differential use they impart yaw moment, potentially obviating the rudder and vertical stabilizer control surface, although requiring active flight control.
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303 Vickers machine gun was installed above the engine, synchronized to fire through the propeller arc. The prototype was also fitted with a large spinner, to be abandoned later. Another common design feature of both the "pulpit fighters" and the S.VII - also shared with the S.XIII - was an all-pushrod aileron control linkage, which used a pair of exposed, 90º bellcranks protruding from the lower wing panels to operate vertical pushrods, going up to forward-projecting aileron control horns. SPAD test pilot Bequet flew the SPAD V for the first time in April 1916.
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There are still conflicting claims today over who first invented the aileron. Other 19th century engineers and scientists, including Charles Renard, Alphonse Pénaud, and Louis Mouillard, had described similar flight control surfaces. Another technique for lateral flight control, wing warping, was also described or experimented with by several people including Jean-Marie Le Bris, John Montgomery, Clement Ader, Edson Gallaudet, D.D. Wells, and Hugo Mattullath. Aviation historian C.H. Gibbs-Smith wrote that the aileron was "....one of the most remarkable inventions... of aeronautical history, which was immediately lost sight of".
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The idea is that the loss of lift associated with the up aileron carries no penalty while the increase in lift associated with the down aileron is minimized. The rolling couple on the aircraft is always the difference in lift between the two wings. A designer at de Havilland invented a simple and practical linkage and their de Havilland Tiger Moth classic British biplane became one of the best-known aircraft, and one of the earliest, to use differential ailerons.De Havilland, G.; "Sky Fever", 2nd Edition, Wren's Park (1999).
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On October 5, 1967, Williams was flying from Cape Canaveral to Mobile to visit his father who was dying of cancer. A mechanical failure caused the aileron controls to jam on his T-38 jet trainer near Tallahassee, Florida, causing an uncontrollable aileron roll. The aircraft dived straight down, between pine trees apart, and crashed without touching them, although it did singe them from a fire caused by the crash. The jet was flying at when it performed a sudden roll to the left and dived into the ground, almost straight down, at .
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13 (National Library of Australia) Retrieved 11 November 2011 There was also a concern that one of the aileron chocks might have been inadvertently inserted in the elevator circuit. Chief Inspector James Harper told the inquiry that he made some test flights in a DC-3 aircraft in a similar configuration to the Fitzroy on the accident flight. One test showed that the DC-3 could be flown satisfactorily even with an aileron chock in the elevator circuit. Harper was satisfied the aircraft did not take off with the elevator locked.
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In 2011 the team took a sabbatical to develop the C8 Aileron to race in 2012. But as the major shareholder Snoras filed for bankruptcy and a deal with its owner Vladimir Antonov fell through, the team folded.
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However, on 14 May 1919 Thulin's own Thulin K lost an aileron in a steep dive, crashing and killing him. The rest of the Thulin Ks were written off in 1920 and the Thulin KAs were withdrawn in 1922.
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This failure of the manual system to engage upon command indicates failure in hydraulic systems one and two. With wing flaps up, "control was reduced to the right inboard aileron and the innermost of spoiler section of each side".
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The designer was flight testing the prototype Model A when it suffered wing aeroelastic flutter. Ritz was killed in the subsequent crash. The flutter was traced to the aileron hinge design, which was later modified to address the issue.
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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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145 kg (320 lb) No. of seats 1. 1 built. The D-15 Westpreussen rebuilt and improved after its crash at "Würzburg", piloted by A. Endres. Rudder and aileron interconnection was fitted similar to the system used on the D-9.
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The investigation into the crash concluded that the accident was due to imperfect construction which led to a faulty installation of the aileron which had failed. The study also pointed out the excessive vibrations transmitted by the engine to the wing.
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Kelsey applied full rudder and aileron at the same time, and suddenly the aircraft lost one wing and the whole tail, and entered an inverted flat spin.The X-Hunters. X-peditions: 1992–2004. Col. Ben Kelsey's Lockheed P-38 Lightning.
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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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The second prototype did incorporate the extended tail and an aileron boost system.Koehnen 1982, pp. 44, 48. One unique characteristic was the XP-83's refusal to slow down due to its sleek aerodynamic shape and lack of drag brakes.
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He dumped most of the fuel and returned, landing safely. It turned out that the wing oscillations were excited by a very stiff undercarriage suspension that transmitted ground forces into the wings, the motion of which damaged the aileron control runs.
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Despite full starboard aileron and full power being applied, the aircraft was too low by this point to recover and it hit the water. The impact caused the airframe to break up, with the seven crew on- board killed instantly.
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Bristol's design, the Type 130, was a high-wing cantilever monoplane of all- metal construction. Bristol's previous monoplane design, the 1927 Bagshot, had suffered from lack of torsional rigidity in the wings leading to aileron reversal.Barnes 1964, pp. 202–203.
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A hesitation roll is executed by performing a slow roll, but stopping the roll at various angles of bank momentarily. This requires that the pilot add aileron movement to the maneuver, instead of just holding the ailerons steady. When the plane reaches the desired angle of bank, the pilot must quickly release the aileron input, by moving the stick from the side to the center, while holding the elevator and rudder inputs steady to keep a level flightpath. After the hesitation, the pilot quickly moves the stick to the side, resuming the roll at the same rate.
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As the nose passes through the horizon, the pilot begins to apply aileron input, which is accomplished by easing the stick to either the right or the left. As the airplane rolls it will continue to pitch in the direction of the lift vector. The pilot will need to carefully control the roll rate, keeping the nose 45 degrees off the reference point on the horizon as the nose traces a circle around this spot. Some planes may require rudder input, while most high powered planes will only need to be guided by aileron and elevator control.
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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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There are still conflicting claims today over who first invented the aileron. Other 19th century engineers and scientists, including Charles Renard, Alphonse Pénaud, and Louis Mouillard, had described similar flight control surfaces, possibly serving as further inspiration to Boulton aside from Count d'Esterno. Another technique for lateral flight control, wing warping, was also described or experimented with by several people including Jean-Marie Le Bris, John Montgomery, Clement Ader, Edson Gallaudet, D. D. Wells, and Hugo Mattullath. Aviation historian C. H. Gibbs-Smith wrote that the aileron was "... one of the most remarkable inventions ... of aeronautical history, which was immediately lost sight of".
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On final approach, while still miles west of the airport, the Convair descended too low, and, at an altitude of , struck two of the set of three -tall radio masts arrayed northeast to southwest. The right wing struck the center tower of the three, then the left wing struck the northeast tower. Seven feet of the outer panel of the right wing including the right aileron and control mechanism from the center hinge outboard together with 15 feet of the left outer wing panel and aileron separated from the aircraft. Ground impact occurred beyond the northeast tower.
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The size of the spade (and its lever arm) determines how much force the pilot needs to apply to deflect the aileron. A spade works in the same manner as a horn but is more efficient due to the longer moment arm.
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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 interior used velor finishing, nickel plating, mohair rugs, mahogany panels and roll-down windows. Prototype #2 was made from parts of the first. Each production model differed slightly from each other with choices of engines, and landing gear and aileron improvements.
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William Whitney Christmas, M.D. (September 1, 1865 – April 14, 1960) was a physician, pioneer aviator, and supposed con man. He was one of many claimants for an early design of the aileron. He was a vice-president of the General Development Corporation.
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This is usually to ensure that at stall speed the wing root stalls before the wing tips, providing the aircraft with continued aileron control and some resistance to spinning. Washout may also be used to modify the spanwise lift distribution to reduce lift-induced drag.
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The plane received "superficial damage", mainly to the right aileron."Hall’s plane touches water in Detroit River but Aussie recovers" , matthallracing.com. Retrieved 6 June 2010. Competition aside, Hall also spends a significant amount of his aerobatic flying working on his high energy display flying.
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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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By modulating the amount of skid with rudder and aileron, the pilot can modulate the braking. Thus the plane can be slowed quickly in level flight or the descent to a landing can be dramatically steepened while holding the approach speed to a desired value.
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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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The crew later shut down the engine. The aircraft could barely be controlled by the crew; an abnormal right aileron input was needed to keep the aircraft on heading. Dorval Tower then suggested that the crew divert to Montréal–Mirabel International Airport. The crew agreed.
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The aircraft became harder to control and even started to roll. Maximum aileron trim were set by the crew. While Flight 420 was short on final, the landing gear was deployed. When Flight 420 was near the runway threshold, the severely damaged left wing failed.
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The starboard aileron carries a trim tab and the wing has two-section flaps. The tailplane, mounted at the top of the fuselage, has constant chord. The fin is straight edged and swept. All the tail surfaces have trim tabs and are horn balanced.
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The following aerobatic maneuvers are approved: chandelles, steep turns, barrel rolls, snap rolls, loops, vertical reversements, lazy eights, spins, aileron rolls, Immelmann turns, Cuban eights and stalls (except whip stalls). ;F152: Reims-built Model 152, 552 built. ;FA152 Aerobat: Reims-built Model A152, 89 built.
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AEG J.I rear AEG J.II cabin version with the German airline Deutsche Luft-Reederei in 1919 ;AEG J.I :An armoured version of the AEG C.IV fitted with downward pointing machine guns in the floor of the rear cockpit for ground strafing and a defensive hand-aimed machine-gun in the observers cockpit. ;AEG J.Ia :The J.Ia version featured aileron controls on the lower wings, in addition to the upper. ;AEG J.II :Structurally similar to the J.I the J.II introduced ailerons aerodynamically balanced by large horn extensions at the wing-tips, increased fin area to improve directional stability and a re-located aileron link strut.
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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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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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Despite its seemingly late type number, the BS.16 was one of the first aircraft designed by Camillo Silva after joining the company set up by Vittorio Bonomi in about 1930. Like many primary gliders of the period, its design was strongly influenced by the popular German Zögling. The two types differed chiefly in the detail of their open frame fuselages, the wing and fuselage bracing and the aileron area, though comparisons are not straightforward as there were many Zögling variants, all different in detail. The BS.16's wings were, like the Zögling's, rectangular in plan apart from clipped aileron tips and mounted without dihedral.
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Reisen no Tsuioku (Model Art 883), 2013, p. 75. The wings were redesigned to reduce span, eliminate the folding tips, and square off the wingtips. The inboard edge of the aileron was moved outboard by one rib, and the wing fuel tanks were enlarged accordingly to .
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NACA Report No. 736 - Nonstationary Flow about a Wing-aileron-tab Combination Including Aerodynamic Balance was issued by the United States National Advisory Committee for Aeronautics in 1942. It analyzes the oscillating air forces on an airfoil that is equipped with various control or lift-augmenting devices.
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128 After condemning the Wright brothers' approach, he developed the concept of the aileron, fitting a pair of mid-gap control surfaces in front of the wings. Esnault-Pelterie airplane 1908. In 1906 he began his first experiments in towed flight. On 19 September 1906 he flew .
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The LAK-16 lands on a pair of small wheels mounted on self-sprung, cantilever GRP legs, assisted by a self-centering tailwheel. Transportation and storage is simplified by the mounting of the wing, which with bracing and aileron wires disconnected can be rotated through 90°.
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The deep front spoiler and black roof aileron, optional on the 308, were standard equipment on the 208 Turbo. Production ended in 1985 after 437 GTB Turbo and 250 GTS Turbo cars were produced. In 1986 they were replaced by the 328-based, intercooled GTB/GTS Turbo.
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The following year at the 2017 Geneva Motor Show, Spyker unveiled the Preliator Spyder to replace the outgoing Aileron Spyder model. Though introduced with the Koenigsegg V8 producing , due to the termination of the engine deal the Spyder will also use the Preliator's 4.2L supercharged Audi V8.
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When executed properly, there is no appreciable change in altitude and the aircraft exits the maneuver on the same heading as it entered. This is commonly one of the first maneuvers taught in basic aerobatics courses. The aileron roll is commonly confused with a barrel roll.
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The investigation into the crash of Flight 411 found that the probable cause of the crash was metal fatigue in the bottom bolt securing the starboard wing number 2 flap unit. The aileron locked when number 2 flap unit became detached from the wing trailing edge.
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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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The aircraft was designed by Professor C.H. Powell, teacher at the Aeronautics Department of the University of Detroit. The biplane racer used an all-wood fuselage with birch paneling. The wing spars were also wood with fabric covering. Uniquely, the aileron hinges were made of leather.
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The Ibis again sustained damage to the port aileron, shrapnel to the fuselage, and a punctured fuel tank. A new wingtip was flown to Lisbon to complete repairs. Despite these attacks, KLM and BOAC continued to fly the Lisbon–Whitchurch route."Douglas DC-3-194 PH-ALI 'Ibis'." web.archive.
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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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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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These balance weights are tear drop shaped (to reduce drag), which make them appear quite different from spades, although both project forward and below the aileron. In addition to reducing the risk of flutter, mass balances also reduce the stick forces required to move the control surface in maneuvers.
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An investigation found that the cause of the accident was that the co-pilot's aileron controls had jammed due to a chain slipping off its sprocket. The difficulty of setting and inspecting the chains in the dual control columns was cited as a contributory factor in the accident.
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In debriefing the station commander commented "Not one of your better landings, Currie." "No sir. If I had known you were watching I would have tried harder." When it was learned that Currie made the landing with no aileron control or flaps the station commander could not believe it.
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Upon completing the roll, the airplane should end up flying along the same flightpath, and at roughly the same altitude at which the maneuver began. The term "barrel roll" is frequently used, incorrectly, to refer to any roll by an airplane (see aileron roll, slow roll or snap roll).
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This has the effect of causing the wing root to stall before the outer portions of the wing, ensuring a progressive outward stall, minimizing the risk of spinning and giving maximum aileron control throughout the stall. They are usually factory-installed or, on rarer occasion, an after- market modification.
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The aircraft was on an international cargo flight from Wrangell Airport, Alaska to Bronson Creek Airport. ;22 May :Douglas C-47A N47CE of Condor Enterprise crashed in the United States at Waterman, Illinois, from DeKalb Airport, Illinois whilst on a training flight from Sugar Grove Airport to Chicago Rockford International Airport. All three crew were killed. Four Star Air Cargo C-47 ;26 June :In the United States, Douglas C-47A N8042X of California Air Tours ditched off Petersburg, Alaska following the loss of fabric from an aileron and the breaking of the chain connecting the left control wheel to the aileron control system; and the pilots' subsequent incorrect assessment of the degree of controllability of the aircraft.
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Although there were previously many conflicting claims over who first invented the aileron and its function, i.e., lateral or roll control, the flight control device was invented and described by the British scientist and metaphysicist Matthew Piers Watt Boulton in his 1864 paper On Aërial Locomotion. He was the first to patent an aileron control system in 1868. Boulton's description of his lateral flight control system was "the first record we have of appreciation of the necessity for active lateral control as distinguished from [passive lateral stability].... With this invention of Boulton's we have the birth of the present-day three torque method of airborne control" as was praised by Charles Manly.
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The Z-50L is a cantilever low-winged single-engined monoplane with a fixed tailwheel undercarriage. Unlike the Zlín Z 26 series which it replaced, the Z-50 was of all-metal construction, with limit maneuvering load factors of +9.0 and -6.0. It does not incorporate landing flaps; in their place, two-section ailerons extend the full wingspan, providing an exceptional rate of roll. The designers made ample provision for trimming: automatic trim tabs are used on the inboard aileron sections; on one of the elevators and on the fabric-covered rudder; one outboard aileron has a ground-adjustable trim tab; the elevator has a trim tab which can be adjusted in-flight.
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The setting of the automatic pilot could not be determined due to destruction of the forward fuselage. The investigation initially focussed on possible failure to remove one of the flight control chocks, defective flight instruments, misuse of the wing flaps, structural failure of the tailplane, defective elevator control system, misuse of the automatic pilot, and incorrect loading. Control chocks for the left aileron, one elevator and the rudder were found correctly stowed in the remains of the aircraft's rear fuselage compartment. Searchers were unable to find the chock for the other elevator or the right aileron, either at the crash site or on the ground between the runway and the crash site.
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Matthew Piers Watt Boulton (22 September 1820 – 30 June 1894), also published under the pseudonym M. P. W. Bolton, was a British classicist, elected member of the UK's Metaphysical Society, an amateur scientist and an inventor, best known for his invention of the aileron, a primary aeronautical flight control device. He patented the aileron in 1868, some 36 years before it was first employed in manned flight by Robert Esnault-Pelterie in 1904. Boulton was the son of Matthew Robinson Boulton, and as well the grandson of Matthew Boulton, who founded the Soho Manufactory and the Soho Mint. His grandfather also co- founded the Soho Foundry with James Watt, which employed steam engines of the latter's design.
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In this case the aileron of the wing would deflect almost 90° thus hugely increasing drag and acting as a high speed air brake. That action could be manually controlled by the driver via a separate air-brake lever or could be coupled to the wheel brake system of the vehicle.
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The species was first formally described by Robert Chinnock in 2007 and the description was published in the Eremophila and allied genera : a monograph of the plant family Myoporaceae from a specimen near Aileron. The specific epithet (acrida) is the Latinised version of the English word acrid meaning "sharply upleasant-smelling".
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In this configuration a climb at more than 70° was not possible. However, the term, hotliner, has since evolved to mean models with a fast climb rate. Aileron-equipped electric models which are not so fast are called warmliners. Typically hotliners are launched at full throttle and reach a high altitude.
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Boulton Peak is a mountain summit at the southeast side of Curtiss Bay, about south of Cape Andreas in Antarctica. It was mapped from air photos taken between 1955–57 and named by the UK Antarctic Place-Names Committee in 1960 to honour Boulton for his invention of the aileron.
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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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At the top of the loop the aircraft ends up inverted and pointing outside of the loop's vertical plane. At that point, the pilot applies hard reverse (e.g., right) rudder while at the same time applies (e.g., right) aileron to roll the aircraft in the opposite direction of the applied reverse rudder.
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The plans recommend Rotax engines, but the Half VW, Kawasaki 340 and Kawasaki 440 have also been used. The Affordaplane has a unique single acting aileron control surface approximately the entire length of the wing. Some builders have configured these as flaperons but the plans do not include details for this modification.
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Computer gamepads with both an analogue stick and a D-pad usually assign POV switch scancodes to the latter. The term hat switch is a shortening of the term "Coolie hat switch", named for the similar-looking headgear. In a real aircraft, the hat switch may control things like aileron or elevator trim.
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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 Bureau d'Enquêtes et d'Analyses pour la Sécurité de l'Aviation Civile (BEA) made its own separate investigation and agreed with the NTSB's cause of the accident being aileron deflection leading to loss of control. However the BEA stated in its response to the NTSB's report that the aileron deflection was caused by pilot error instead of ice, citing several off-topic conversations made by the crew during the holding phase, as well as the flight crew extending the flaps to 15 degrees while at a high speed, which can create large axial loads. The BEA also stated that the air traffic controller was not adequately monitoring the flight. However the NTSB refuted the BEA’s arguments in their final report and in a separate detailed response article.
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The flight recorders were found severely damaged, but usable. The final report states the following reason of the accident: > The aviation incident with An-12 aircraft registered RA-12957 occurred as a > result of impact with ground caused by lost control over the aircraft due to > the destruction of aileron control wires during an emergency approach for > landing because of smoke in the cabin. [...] Aileron control wires were > destroyed most probably due to significant heating of nearby steel wires and > subsequent breaking under operating load. The heating may have been caused > by an in-flight fire of nearby power lines, which is evidenced by smoke in > the cabin, unexpected triggering of multiple warnings, equipment failures, > and the failure of two engines.
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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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The only significant difference between wings of the D.III and D.V was a revised routing of the aileron cables that placed them entirely within the upper wing.Connors 1981, p. 22. conducted structural tests on the fuselage but not the wings of the D.V.Van Wyngarden 2007, p. 40. Manfred von Richthofen's Albatros D.V (serial unknown).
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It incorporated a laminar flow airfoil, new flaperon design, metal flaperon attach brackets and a new 2:1 differential aileron control system. The gross weight of the Kitfox Model 4-1050 was the same as the Model 3, . The Model 4 standard engines include the Rotax 912 and the Rotax 912S. 322 were built.
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The Swordians found new masters to wield them against Dycroft's vengeful ruler, including Stahn Aileron, Rutee Katrea and Leon Magnus. Stahn's group succeeds in restoring peace, but the world was damaged by Dycroft's weapons, and Leon was killed after he betrayed the group. Destiny 2 begins eighteen years after the events of Tales of Destiny.
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" Boeing. Retrieved: 15 July 2011. In order to give the Growler more stable flight for the electronic warfare mission, Boeing changed the leading edge fairings and wing fold hinge fairings, and added wing fences and aileron "tripper strips".Croft, John. "EA-18G “Growler”: New platform and capabilities set to un-level the SEAD playing field.
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The tapered (outboard) portion of each wing has one degree of washout (the chord of the tip section has one degree lower angle of attack than the chord at the end of the constant-width section). This allows greater aileron effectiveness during a stall.Cessna Aircraft Company: 1978 Cessna 152 Pilot's Operating Handbook Change 1, pp.
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His eldest son Matthew Piers Watt Boulton, broadly educated and also a man of science, gained some fame posthumously for his invention of the important aeronautical flight control, the aileron. As his father before him, he also had two wives and six children.Barker, Stephen Daniel (ed.) Genealogy Data Page 3 (Family Pages), PeterBarker.plus.com website.
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The Platypus has the extended plywood skinned ES-60 wing, built around a single spar. The leading edge is unswept but the straight trailing edges have forward sweep that increases on the outer, aileron-carrying, panels. There are airbrakes mounted just aft of the spar on the inner panels. These wings were mid-mounted onto a new GRP fuselage.
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The Fort de Seclin is trapezoidal in shape, with a central artillery position on top of barracks and support facilities, surrounded by a defended ditch and counterscarp. The ditch is covered by a double caponier and an aileron. The main entry has its own ravelin. The two- level barracks are recessed into courtyards and covered with earth and turf.
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While the Type 5 could not perform the high-G maneuvers of other fighters, it possessed superior speed and climb rates, and had extremely responsive aileron control, which gave it a very good roll rate, which led to precision maneuvers in loops and split-Ss. A total of 7,005 single-seat and 1,639 two-seat trainer variants were produced.
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After 45 minutes, an aileron malfunctioned just from Eleuteri. Colombo attempted to land but was unable to reach the runway and crashed near Campagna, hitting a tree. Colombo was killed when the engine pushed through the rear bulkhead and crushed him against the front of the cockpit. A memorial to him was erected near the site of the crash.
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A single piece canopy covered a cockpit which fitted only the smallest pilots. The underside of the forward fuselage was bulged and carried a close-fitting landing skid, which was assisted by an integral tail bumper. The Kria was first flown on 31 December 1958, piloted by Rudi Lindner. It was pleasant to fly though rather lacking aileron response.
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Inverted Harrier The same as the above, just inverted. Most capable pilots find this easier than a standard harrier due to the wing being above the center of gravity rather than below it. Harrier Roll Like the Harrier manoeuvre but with a roll performed simultaneously. Flat spin A spin induced with full up elevator, full rudder, and full aileron.
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It was first flown in 1955 and then went into storage for three years. The aircraft is built from Swiss pine and birch plywood and has a 52.5 foot wingspan. The PM-3 has dive brakes and full-span flaps with aileron interconnects to the flaps. It originally had fixed landing gear, but has been retrofitted with retractable mainwheel.
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During testing, one engine catches fire. Ashmore and the others parachute to safety. Mitchell is able to extinguish the fire by diving the aeroplane but loses half of his aileron control in the process. Then, despite Conway's order and the urgings of others, he decides to try to land the aeroplane rather than crashing it into the sea.
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It was also the first prototype constructed with the extended engine nacelles.Thirsk 2006, p. 126. W4052 was later tested with other modifications, including bomb racks, drop tanks, barrage balloon cable cutters in the leading edge of the wings, Hamilton airscrews and braking propellers, and drooping aileron systems that enabled steep approaches and a larger rudder tab.
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The empennage (tail assembly) featured relatively small and well-balanced horizontal and vertical surfaces.Spenser 1987, p. 12. The design team also attempted to minimize changes in the aircraft's trim at varying speeds, thus reducing the pilot's workload. They were so successful in this regard that they found in-flight-adjustable aileron and rudder trim tabs were not necessary.
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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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Ailell dan Art is the High King of Brennin. He has two sons, the elder of whom, Aileron, is in exile. The younger, Diarmuid, although a fearless and elegant fighter is also (apparently) frivolous, impulsive, and shallow. Diarmuid falls in love with and is eventually betrothed to Sharra, also known as the Dark Rose of Cathal.
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The cables attaching the pilots' control wheels to the aileron boost unit had been removed two months before the accident during routine maintenance; a safety cable that held part of the assembly together had not been replaced when the cables were hooked back up. The contact slowly separated, until it completely failed during the takeoff sequence.
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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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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 first VK-30 slowly took shape. In 1985, near the Sauk–Prairie Airport airport shortly after takeoff, Alan was involved in a fatal mid-air collision where his airplane lost a portion of its wing, including half of the aileron. The other plane spun into the ground killing the pilot, but Alan was able to maneuver a landing back on the runway by keeping high airspeed and using full aileron deflection. From surviving this incident, Alan sought to make flying safer—ultimately leading to the brothers' pursuit of implementing a parachute on all their designs starting in the mid-1990s. Original Cirrus Design headquarters on the Baraboo-Dells Airport In 1986, the Klapmeiers hired their first paid-employee, an experienced welder and aluminum component designer by the name of Dennis Schlieckau.
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In 1910, Harth's first attempt to fly started on the Ludwager Kulm, near Bamberg. The summit's plateau and steep western slope favored gliding. His gliders consisted of an open or closed hull with a fixed fin. The angle of attack of the wings could be changed in the same direction or in opposite directions in order to serve as an elevator or aileron.
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The aileron span is increased by 20% and the flaps are electrically operated. Like the MCR4S, the Twin-R has a swept fin, ventral fin and T-tail but the fin is taller and the all flying tailplane of greater span. The rudder area is almost doubled and the surface is double hinged to control yaw when one engine is shut down.
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In gliders, washout can be used to stabilize the plane during transition from high speed launch to low speed gliding. The Cessna 172 has washout in its wings to provide stability and aileron control during stalls, as washout causes stalling to begin from the wing root. The CF-18 Hornet has approximately 4 degrees of washout built into its wings.
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The tail was conventional with rectangular, broad chord fixed surfaces. A vertical tail, broader than it was high, carried a narrow, straight-edged, conventionally balanced rudder. The tailplane was high on the fin and had, like the aileron, elevators with horn-balances; they had a nick for rudder movement. In 1920 a more powerful, four seat variant, the V 3a Susanne, was flown.
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All generations of C8 come equipped with double wishbone suspension at the front and rear axles. First generation C8 models used inboard Koni shock absorbers and components constructed from stainless steel and aluminum. Aileron and Preliator models adopted an updated suspension setup developed by Lotus, with an increase number of parts manufactured from forged aluminum and new mono-tube dampers.
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Anna's Reservoir Conservation Reserve is a protected area in the Northern Territory of Australia. It is located approximately north of Alice Springs and is within the boundaries of Aileron Station. The traditional owners of the area are the Anmatyerre peoples. The first European to visit the area was John McDouall Stuart in April 1860 while on expedition through the area.
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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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The D-7 Margarete first flew in 1923 and took part in both the 1923 and 1924 Rhön events, setting an unofficial record at the latter with a passenger-carrying flight of 21 minutes. It was later used for passenger flights, though not for basic training, until it was written off in 1927 when an aileron cable broke during landing.
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It was mounted without dihedral and was rectangular in plan apart from cropped aileron tips. The fuselage, rectangular in cross-section though with a rounded decking, was entirely fabric-covered. There was an open cockpit immediately ahead of the pedestal. Aft of the wing the fuselage tapered to the tail, where a triangular tailplane with rectangular elevators was placed on top of it.
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An updated port for the PlayStation Portable (PSP), developed by Alfa System, was released in February 2007, and March of the same year in South Korea. This version was published by Namco Bandai Games. Neither version has received a western release. The story, set eighteen years after Destiny, follows Kyle Dunamis, the son of the previous game's protagonists Stahn Aileron and Rutee Katrea.
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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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Taylor 1988, p. 381. ;S1-11B :Known as Model 11 "Super Stinker", 300+ hp (220 kW) Lycoming, four-aileron, single-seat, experimental-plans or factory-built and factory component parts, symmetrical airfoil, three-blade constant speed prop, rolls better than 300 degree/s, climbs better than 3,000 ft/min (15.3 m/s)."Pitts S1 Historical Information." Steen Aero Lab, 2008.
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When entering an inverted flat spin, you must apply opposite aileron to which the rudder is going. Once the spin is initiated, you do the same as a standard Flat Spin. Waterfall The waterfall is a move where the plane is made to pivot 360 degrees in the pitch axes. Ideally this is performed with little altitude gain or forward motion.
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The 207bar (3,000lb/in2) hydraulic system is used to operate the landing gear, wheel brakes, air brake and aileron boost; the electrical system is DC with internal-battery engine start. The M-345 is suited for 'on- condition' maintenance via a health and usage monitoring system, while its most common maintenance and serving requirements are intended to be suitable for semi-skilled personnel.
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Wings are maintained level throughout the approach. Just before the flare, opposite rudder (downwind rudder) is applied to eliminate the crab, with a simultaneous application of opposite aileron to maintain a wings-level attitude, so that at touch down, the body, velocity vector, and bank angle are all aligned with the runway, and the aircraft is positioned near the center.
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Re-registered as C-FDFC, in 1996 it crashed on takeoff with the crew escaping, but was essentially a write-off. The captain, John Duncan, and co-pilot Malcolm Cutter reported that the aircraft entered a severe yaw after takeoff, which was uncontrollable despite use of full opposite aileron and rudder control."AAIB Accident Report: C-FDFC." aaib.dft.gov.uk. Retrieved: 13 November 2010.
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Following the collision, the failure of the nose cone had disabled the No. 3 (inner right) engine, and the No. 1 propeller could not be feathered, leading to increased drag on that side. There was no working airspeed indicator or altimeter, and Osborn used full right aileron during the landing. The surviving Chinese interceptor had landed there 10 minutes earlier. Lt. Cdr.
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Yoshimura, Akira, translated by Retsu Kaiho and Michael Gregson (1996). Zero! Fighter. Westport, Connecticut, USA: Praeger Publishers. p. 108. . In this case, several attempts to fix it only made the problem worse. Likewise, the flexing caused by the low torsional stiffness of the Supermarine Spitfire's wings caused them, in turn, to counteract aileron control inputs, leading to a condition known as control reversal.
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James 1991, p. 129. The Wizard was fast and had impressive climb performance, and was tested by the Aeroplane and Armament Experimental Establishment (A&AEE;) at RAF Martlesham Heath from the end of January 1928. While the A&AEEs; test pilots praised the Wizard's performance, they criticised the pilot's forward view and considered the aileron control loads too heavy.James 1991, p. 130.
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The outer wing panels were removed to allow replacement of the aileron attachment channels, which were corroded. The long-range Tokyo auxiliary fuel tanks were removed. All four Wright R-1820-97 nine cylinder turbocharged radial engines were dismounted and the two outboards overhauled at a cost of over $25,000 a piece. Every hose and electrical wire in the airplane has been replaced.
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The cockpit is ideally minimal, equipped with instrumentation for simple, day, VFR flying. Aileron and elevator control is affected through use of a side stick. This makes ingress/egress of the tight cockpit simpler and prevents leg movements from imparting motion to the stick inflight. Rudder control is by use of a rudder bar rather than individual pedals, thus reducing complexity.
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The first flight in the Whirlwind (October 1936) was unintentional when he became airborne during a straight high speed run, The early test flights were uneventful but in early 1939 a fractured exhaust burnt through the right aileron push rod at 200 ft, requiring instinctive action. This incident caused Teddy Petter to design a less aerodynamic but safer exhaust system.
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After tests and modifications, it received its certificate of airworthiness on 3 October 1927. Sometime in that year it was fitted with a Salmson 7AC seven- cylinder radial engine. It was later sold to the state. After aileron flutter was induced in a full power dive, L'Ailes wrote an article characterising it as a reliable carthorse rather than a highly strung racehorse.
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When the wing approaches the stall this will ensure that the wing root stalls before the tip, giving the aircraft resistance to spinning and maintaining aileron effectiveness close to the stall. Some recent designs use negative camber. One such design is called the supercritical airfoil. It is used for near- supersonic flight and produces a higher lift-to-drag ratio at near supersonic flight than traditional airfoils.
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They filled the whole trailing edges of the outer wings, their inner sections deflecting more than the outer parts. These aileron modifications were a response to the heavy stick forces encountered with the prototype. The fuselage of the R-17 had an elliptical cross-section. The pilot sat just ahead of the leading edge in an open cockpit which had a removable cover with built- in windscreen.
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The primary cause was later determined to be crossed aileron controls during its reassembly at Venice. On 1 November 1929, he was promoted from Flying Officer to Flight Lieutenant. After leaving the RAF, he continued as a RAF Reserve pilot (at least until 1937), and continued to be referred to in public as Flt Lt H.M. Schofield.)Flight, 15 September 1927, p. 656Flight, 23 September 1927, p.
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An investigation ruled out engine problems or weather having playing a part in the crash. In addition, there were no physical jams in the aircraft's rudder, aileron, and wing trim tab components. Investigators determined that a spontaneous short circuit had caused the elevator trim tab to deflect to and maintain an upward position. As a result, the pilots lost horizontal control and entered into an irrecoverable dive.
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General flying ability was positive. The maximum climbing rate was up to reducing speed by per above this mark. In stability terms, the aircraft was stable "directionally" and "laterally" but slightly unstable longitudinally, except at high speed, when it was just stable. Aileron control was light and effective up to maximum speed, but at very low speed response was sluggish, particularly when carrying ordnance.
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However, Brown criticised the lack of trim controls. If a member of the ground crew had moved the tab, or it had been adjusted from another source, it could result in an out-of-trim flight performance at high speeds. Brown praised the high rate of roll. Aileron response was excellent from stall up until 400 mph (644 km/h), when they became heavy.
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Two seconds before the "level" command, the aircraft commander made the decision to go around. According to the Polish committee's findings, the command to level should have been issued 10 seconds sooner, when the aircraft was well below the glide path. Soon after, the aircraft began hitting trees. One, a large birch with a trunk wide, ripped off about of the left wing, including the left aileron.
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Photo-reconnaissance image of the Philips works 30 minutes after the raid Pelly-Fry's aircraft, hit during the bomb run, had its starboard aileron shot off, making turns to port very difficult to do. While he struggled for control his course took him north. The trailing Bostons followed him right past the turn point. Soon they were trying to figure out what was going on.
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Aileron and elevator control is affected through use of a side stick. This makes ingress/egress of the tight cockpit simpler and prevents leg movements from imparting motion to the stick inflight. Rudder control is actuated by the use of a rudder bar rather than individual pedals, thus reducing complexity. The Jeanie's Teenie is constructed primarily of aluminum, with stainless steel and steel making up the balance.
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The Type 11 crashed at Orly on 8 August 1928 following intense aileron flutter at speed, killing both Drouhin and engineer André Lanet. A second airframe, intended to have three Hispano 12Lb engines, was barely started when it was destroyed with the first Couzinet 20 in the hangar fire at the workshops of the Société d'Aviation Letord at Meudon, France, on 17 February 1930.
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The performance was not impressive so it was re-engined with a 150 hp (112 kW) Menasco C-4S and re-designated the Y-1S. Although designed to be easy to fly the high price meant only 20 aircraft were produced. The aircraft had no rudder as such, the tailplane fins being adjustable but fixed in flight. Turning was by differential aileron and elevator alone.
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Control surface reversal is the loss (or reversal) of the expected response of a control surface, due to deformation of the main lifting surface. For simple models (e.g. single aileron on an Euler-Bernoulli beam), control reversal speeds can be derived analytically as for torsional divergence. Control reversal can be used to aerodynamic advantage, and forms part of the Kaman servo-flap rotor design.
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The pilot was not injured. The airplane sustained substantial damage to the horizontal stabilizer, right elevator, and empennage. The cause of the landing gear failure was the rupture of a hydraulic line due to repeated contact with the aileron cable. On December 31, 2004, a single-engine Cessna 210N, N6195N, operating as Flight Express 106 (FLX106), crashed into the Florida Everglades, west of Fort Lauderdale, Florida.
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The captain began turning off the landing and taxi lights. As the landing gear began to retract, the aircraft rolled abruptly and violently to the right to an angle of bank estimated by the flight crew to have reached 90°. The captain applied additional power and left rudder in an attempt to level the wings. When no immediate response was noted, he then applied left aileron.
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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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In her biography Keeper of the Mountains, Elizabeth Hawley describes that the pilot Peter Shand did not do a walk-around, failing to see that aileron was still fixed by a ground lock pin, because he was late to the airport and this caused the accident. The Nepali Times reported that the pilot was hired by Royal Nepal Airlines despite losing his previous job due to "carelessness".
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The prototype, built at Dumbarton, flew for the first time on 26 March 1940. On 7 April, during a test run, the aircraft experienced extreme vibration due to aileron flutter and the crew bailed out. Three were lost, the other two were picked up by , a converted merchantman. Development ceased when the first prototype crashed, as Blackburn's resources were dedicated to the war effort.
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Inspecting the aircraft afterwards, he could see that the entire starboard aileron had been shot away. Nine Venturas, four Bostons and one Mosquito had been lost in the operation, but the Phillips factory had been effectively demolished. It was 6 months before it resumed production. Pelly- Fry was awarded the DSO for his role in Operation Oyster, the most famous and successful operation conducted by 2 Group.
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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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It was first flown by McClean on 29 October 1911.Barnes 1967, p74 with equal- span wings: extensions were later fitted to the upper wing. The aircraft suffered from stability problems due to insufficient aileron control and unpredictable variations caused by the rear propeller working in the wake of the front one. It was lent to the RNAS for pilot training and was eventually crashed by Samson.
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In 1961 the fuselage and wing were completely redesigned – the fuselage was made wider and deeper, and a third side window was added. The wing planform remained the same (constant 64" chord from centerline to out, then straight taper to 44" chord at 208 inches from centerline), but the semi-Fowler flaps (slotted, rear-moving) were extended outboard, from Wing Station 100 to Wing Station 122, which allowed a lower landing speed (FAA certification regulations state that a single-engined aircraft must have a flaps-down, power-off stall speed no greater than . To compensate for the reduced aileron span, the aileron profile was changed and its chord enlarged. The 1964 model 210D introduced a engine and two small child seats, set into the cavity which contained the mainwheels aft of the passengers. In 1967 the model 210G introduced a cantilever wing replacing the strut-braced wing.
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This raised the aircraft's angle of attack, removed all aileron authority, prevented recovery from the roll induced by the rudder, and caused an aerodynamic stall. Because the aircraft had entered a slip, pulling back on the yoke only aggravated the bank angle further. Boeing's test pilots reenacted the fatal dive in both a simulator, as well as a test 737-300 by flying the same parameters on the accident FDR, and found that recovery from a fully deflected rudder at level flight, while at 190-knot crossover speed, was accomplished by turning the wheel to the opposite direction of the roll, and not pulling back on the yoke to regain aileron authority. The FAA later remarked that the CVR proved that the pilots failed to utilize proper crew resource management during the upset while continuing to apply full up elevator after receiving a stall-warning.
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The primary wing structure is a wood box spar connected to an aileron spar by ribs cut on a band saw. To the front of the main spar are strapped D-shaped fiberglass fuel tanks which can carry up to 12 imperial gallons per wing. Over the tanks is the framing and plywood skin of the wing's nose. Behind the main spar, the wings are covered in cloth.
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The second prototype Co50 was crashed in September 2017 following a loss of aileron effectiveness in flight on a flight test at Castle Airport. The pilot was landing the aircraft using rudder and thrust only when lift was lost at an altitude of about ten feet. The aircraft impacted the ground, the right main landing gear leg separated and the wing was damaged. The pilot was not hurt.
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At that moment the locks on the rear loading ramp failed, causing the cargo door to open explosively. This caused explosive decompression, temporarily filling the cabin with a whirlwind of fog and debris. The blowout severed control cables to the tail, causing two of four hydraulic systems to fail, including those for the rudder and elevator, and leaving the flight control with only the use of one aileron, spoilers, and power.
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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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Additional bombs could be carried on underwing pylons. Although these designs showed potential for a supersonic bomber in the form of the Yak-123-1, it did not feature a radar array, limiting its practicality, and it suffered from insufficient handling at high velocities, with wings unstable enough to induce aileron reversal. This led to a refinement of the design, resulting in the Yak-26-1.Goebel, Greg.
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The hot air could escape through the apertures at the aileron hinges. A diversion pipe was also installed in the engine nacelle, which could shut down the hot air flow to the ducts and divert the air out through bottom end of the nacelle if de-icing was not required.Price Aeroplane March 2009, p. 59. The fuel and oil tanks were located in the wing and centre section.
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Its high wing is built around a single spar and is double-straight tapered in plan with zero sweep at the quarter chord line. There is 3° of dihedral. Ahead of the spar the wings are ply- covered, and the roots are reinforced with wider, rectangular plan, ply skin as are the blunt wing tips. The remaining 68% of the wing is fabric covered, including most of the aileron surfaces.
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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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While doing this the pilot has to ensure no loss or gain of altitude. The pilot is expected to constantly look outside the aircraft while keeping a close check on the Attitude indicator for angle of bank. When the aircraft is in a 45 degree bank, it is common for a certain amount of opposite aileron control to be required to prevent the aircraft from slipping into a steeper bank.
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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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Older model helicopters use three independent servos to manipulate the swashplate. The elevator servo is used to tilt the swashplate forward and aft (longitudinal cyclic), varying the aircraft's pitch. The aileron servo is used to tilt the swashplate left and right (lateral cyclic), varying the aircraft's roll. The collective pitch servo raises and lowers the entire swashplate, varying the collective, and hence the pitch of all the rotor blades collectively.
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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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Do not open the throttle again until the dive when sufficient airspeed has been gained for aileron control. Reduced throttle will also prevent gyroscopic precession from pitching the nose up. Another problem in this maneuver is that higher lift from the faster moving outside wing will roll the airplane to the left (or to the right). Most pilots find holding forward right (or left) stick necessary throughout the pivot.
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For this reason, touchdown in a crab only condition is not recommended when landing on a dry runway. On very slippery runways, landing the airplane using crab only reduces drift towards the downwind side of a touchdown, and may reduce pilot workload since the airplane does not have to be de-crabbed before touchdown. However, proper rudder and upwind aileron must be applied after touchdown to ensure directional control is maintained.
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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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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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The Cessna 182 is an all-metal (mostly aluminum alloy) aircraft, although some parts - such as engine cowling nosebowl and wingtips - are made of fiberglass or thermoplastic material. Its wing has the same planform as the smaller Cessna 172 and the larger 205/206 series; however, some wing details such as flap and aileron design are the same as the 172 and are not like the 205/206 components.
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The first prototype ANT-41, a landplane, made its maiden flight from Khodynka Aerodrome, Moscow on 2 June 1936, with severe tail flutter encountered. It was destroyed in a crash during the 14th test flight on 3 July 1936, with the test crew escaping by parachute. The accident was caused by flutter causing wing failure, which was traced to inadequate aileron design.Gunston Tupolev Aircraft since 1922 1995, p.98.
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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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At the rear there was a simple, sprung tailskid. The Streak first flew on 12 April 1934 with Comper at the controls. Apart from aileron flutter at speed, cured by installing the mass balances, the sole Streak, registered G-ACNCRegistration documents for G-ACNC flew well enough, but made no impression in the King's Cup races of 1934 and 1935. On both occasions the Streak had to retire early.
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Bede aircraft was formed to develop an STOL aircraft of novel construction, incorporating boundary layer control. They placed the design study with the Department of Aerodynamics at the University of Maryland. The boundary layer was controlled with a suction system via 160,0000 upper wing and aileron surface holes, with diameters ranging from 0.020 to 0.029 in (0.51 - 0.74 mm). Aluminium honeycombs were used throughout the fuselage as structural elements.
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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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The Air Ministry thought that this was dangerous and insisted that conventional exhaust stacks be fitted.Penrose (1984 page 179) describes a test flight in the second prototype which nearly ended in disaster when a fractured exhaust pipe burnt through the aileron control rod. The airframe was of thin-walled stressed skin construction, with the rear fuselage skinned in magnesium alloy. Like the Lysander, it made extensive use of extrusions in the airframe.
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When the modified aircraft was tested in November 1917, it was found that the changes had greatly reduced the aircraft's performance, while handling was also poor, with little aileron control.Collyer 1991, p. 54. The design office at Port Victoria had realised prior to the first flight that the proposed changes would not be beneficial to performance, and had commenced design of a modified design, based on the B.1, to solve these problems.
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The ST-100 was intended to be first and foremost a motor glider and second a light aircraft to be flown cross country under power. The aircraft is made with all- metal construction and features a wingspan. The wing has flaps with a range of -12 to +60° and a flap-aileron interconnect. The landing gear is conventional and features wheel pants. Power is supplied by a Continental O-200-A mounted in tractor configuration.
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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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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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Clapper learned to fly aerobatics, including loops, aileron rolls, Immelmans, and barrel rolls in the T-38. He also was trained and became qualified to fly under Instrument Flight Rules (IFR). ;F-100 pilot Clapper graduated at the top of his pilot training class and was given his choice of assignments. He chose Cannon AFB in Clovis, New Mexico so he could fly F-100s, the Air Force's first supersonic fighter jet.
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Mass balance protruding from an aileron used to suppress flutter A control horn is a section of control surface which projects ahead of the pivot point. It generates a force which tends to increase the surface's deflection thus reducing the control pressure experienced by the pilot. Control horns may also incorporate a counterweight which helps to balance the control and prevent it from fluttering in the airstream. Some designs feature separate anti-flutter weights.
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However, early variants were hampered by high aileron control forces and a low initial rate of roll,"WWII Aircraft Performance: P-38F Tactical Trials". Final Report on Tactical Suitability of the P-38F Type Airplane, 6 March 1943. Retrieved: 19 January 2009. and all such features required a pilot to gain experience with the aircraft, which in part was an additional reason Lockheed sent its representative to England, and later to the Pacific Theater.
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The fire was already too severe and started to degrade the structural integrity of the lift wing. This caused the crew to hardly be able to control the aircraft. The crew had to apply maximum aileron trim setting due to the reduction of the stiffness of the wing. The left wing then failed upwards, causing the aircraft to roll through 90 degree and crash, subsequently bursting into flames and killing everyone on board.
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The design was noted for light and effective control surfaces that provided good manoeuvrability, but required that the rudder not be used aggressively at high speeds. Poor aileron control at low speeds when landing and taking off was also a problem for inexperienced crews.Air Ministry 1945, pp. 28–29. (FB 6 notes) For flying at low speeds, the flaps had to be set at 15°, speed reduced to , and rpm set to 2,650.
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In 1935, Boeing drafted several configurations of aircraft loosely based on both the Boeing XB-15 research and experience with the Boeing 314 Clipper aircraft. Each design was a "tailless" variation of those existing models with a flying wing layout, or a creative extension of the theme. They all featured extended trailing aileron/elevators that could perform their function without disrupting the wing performance. The wings were consistently swept about 35 degrees.
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With the application of left aileron, the right wing came up; however, the roll continued to the left until the left wing contacted the runway. At this point, the captain discontinued the takeoff. He, approximately 110 feet beyond the departure threshold of Runway 35, succeeded in leveling the wings prior to final ground contact. The aircraft came to rest in a grove of trees approximately 1,181 feet beyond the departure end of Runway 35.
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More minor developments of the Nene engine were developed and were adopted on the aircraft, providing for some increase in power. The F 1 had a maximum speed of 599 mph (964 km/h) at sea level and a range of 800 mi (1,287 km) on internal fuel. A more refined fighter variant was the F 2, which introduced power-boosted aileron controls as well as other modifications, including to its structure.Brown 1982, p. 289.
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The first prototype, UB-14, was destroyed in a 1935 accident attributed to faulty maintenance on the aileron control system."About". Burnelli successor company. Retrieved: November 28, 2015. Burnelli then designed and built an improved version, the UB-14B. A modified version of the UB-14B design was built under licence in the United Kingdom by Cunliffe-Owen Aircraft, powered by two Bristol Perseus XIVC radials as the Cunliffe-Owen OA-1.
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This inner section had modest dihedral, about 3°. Behind main and drag struts the wing was fabric covered. Outboard the straight leading edge had slight sweep on it, and the trailing edge curved in to elliptical tips. One of the changes made between the prototype Mg 9 and the production Mg 9a was a reduction of aileron chord, though on both versions these extended over the whole of the tapered our panels.
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Aft of the trailing edge root the bottom of the fuselage rose strongly to carry a tall, broad fin and rudder. The X-112 had a T-tail, carrying elevators. Its thick airfoil wings were low mounted, each with a tip float or "pontoon" which, in combination with the strong anhedral kept the fuselage well clear of the water surface. Each float carried a winglet fitted with an aileron for roll control.
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Extraordinarily, Penrose's luck held out and he survived three further emergency landings, one in the summer of 1947 due to an aileron push rod failure, one in October 1951 due to hydraulic failure, the third in February 1952 after an engine failure. It was probably attention to detail (such as wire locking the harness release lock) rather than luck that allowed Harald Penrose to pursue 25 years of test flying in reasonable safety.
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The design of the Móka was started in 1937, a year after the first flights of the German DFS Habicht, one of the earliest fully aerobatic gliders, and was rather similar in appearance though different in construction. The Móka did not fly until the spring of 1944. There was a brief period of flight tests, during which the R-17, designed to be capable of was limited to to avoid flutter. These flights revealed very heavy aileron stick loads.
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Continued the success of the Vampyr at the 1923, 1924 and 1925 Rhön competitions, until it was destroyed early in the 1925 competition after spinning in when being flown by Karl Bedall. ;Akaflieg Hannover Moritz :A sister copy of the Vampyr with the long span wings and aileron controls. Marten won the 1925 competition flying the Moritz and went on to set a new duration record in the Crimea that year by flying for over 12 hours.
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Attempting to regain control, the captain tried to apply full left rudder, but the rudder controls were stiff and did not respond to his commands. The captain applied left aileron and increased power to the right engine to try to stop the roll. The airplane temporarily stabilized, and then rolled to the right again. The crew performed their emergency checklist and attempted to regain control of the aircraft, and after several seconds they abruptly regained control.
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The solution of this problem has direct application to the larger problem of flutter involving these various degrees of freedom and, in particular, to flutter of tails with control surfaces, including servocontrols. The development of the theory is analogous with that of Report No. 496, which treats the case of three degrees of freedom: vertical motion, torsional movement about an arbitrary spanwise axis, and an aileron movement about a hinge axis located at the aileron's leading edge.
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The player can also use bombs which send a wave of energy across the stage. This wave is strong enough to destroy most enemies and installations, and stops when it reaches the game's draw distance. The player starts each life with one bomb, and can collect more within the stages, maintaining a stock of up to three. The player can score additional points by performing aileron rolls, collecting point bonus items, and flying at faster speeds.
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This allows full aileron control despite loss of lift, and also means that drag-inducing leading edge slots or other devices are not required. With the air flowing inwards, wingtip vortices and the accompanying drag are reduced. Instead, the fuselage acts as a very large wing fence and, since wings are generally larger at the root, this raises the maximum lift coefficient allowing a smaller wing. As a result, maneuverability is improved, especially at high angles of attack.
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The AIR-7 made its maiden flight on 19 November 1932. It reached a speed of , a Soviet airspeed record, on its second flight the next day, despite carrying Yakovlev as a passenger. On 23 November, the AIR-7 was being demonstrated in front of senior officers of the Soviet Air Forces when its starboard aileron broke off in flight, apparently the result of flutter, and the test pilot made a forced landing.Gordon, Komissarov and Komissarov 2005, p. 28.
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Rollerons on the trailing edge of the fins of the AIM-9 Sidewinder missile. Detail of rollerons on a Sidewinder Rollerons on the fins of the AA-2 Atoll missile. A rolleron is a type of aileron used for rockets, placed at the trailing end of each fin, and used for passive stabilization against rotation.Rollerons explained, with photos of rollerons on a Sidewinder missile Inherent to the rolleron is a metal wheel with notches along the circumference.
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AEA member John Alexander Douglas McCurdy at the controls of an airplane during an aviation 'meet' near Toronto, Ontario, Canada, c. August 1911. The starboard-side of the transverse "shoulder-yoke" hinged structure for aileron control, in the general form of an upper seat support frame, is visible beside the seated pilot. The Aerial Experiment Association (AEA) was a Canadian- American aeronautical research group formed on 30 September 1907, under the leadership of Dr. Alexander Graham Bell.
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The Frise aileron has an effect on parasitic drag so that the total drag on both wings is the same when an aircraft executes a roll. In 1934 he developed, with Frank Barnwell, the Bristol Type 143, a monoplane with retractable undercarriage; only one prototype was made. In 1936, when Barnwell became chief engineer, Frise became chief designer. He worked for 32 years for Bristol retiring, as chief engineer, in 1946 on grounds of ill health.
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It is agile and a good climber, but slightly underperforms compared to its competitors in cruising flight, especially at higher speeds. The later DG-303 version with a new wing profile and winglets was developed that delivers higher performance at low to medium speeds plus increased aileron response. A fully aerobatic version (the Acro) was also sold, stressed for +7/-5g. The DG-300 has typical DG features, which improve comfort and safety if at a performance cost.
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Roy Chadwick died on 23 August 1947 in a crash during the takeoff of the prototype Avro Tudor 2 G-AGSU from Woodford Aerodrome, in the vicinity of Shirfold Farm. The accident was due to an error in an overnight servicing in which the aileron cables were inadvertently crossed. His bust is displayed at the RAF Club in London, among other notable designers, and at the Chadwick Center at the International Bomber Command Center in Lincoln.
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Its cantilever mid-mounted wing had a single spar and an associated D-box, skinned in plywood, formed the leading edge. The wing was fabric covered behind the spar. The leading edge was straight from root to tip, with slight sweep-back. From root out almost to half-span the wing tapered in plan only gently but further out, where the trailing edge was entirely formed by the aileron the wing tapered more strongly to a rounded tip.
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Early work had focused primarily on making a craft stable enough to fly but failed to offer full controllability, while the Wrights had sacrificed stability in order to make their Flyer fully controllable. A practical aircraft requires both. Although stability had been achieved by several designs, the principles were not fully understood and progress was erratic. The aileron slowly replaced wing warping for lateral control although designers sometimes, as with the Blériot XI, returned briefly to wing warping.
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The airplane can land using crab only (zero side slip) up to the landing crosswind guideline. On dry runways, upon touchdown the airplane tracks towards the upwind edge of the runway while de-crabbing to align with the runway. Immediate upwind aileron is needed to ensure the wings remain level while rudder is needed to track center line. The greater the amount of crab at touchdown, the larger the lateral deviation from the point of touchdown.
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The rate at which a slow roll can be performed is often determined by skill of the pilot. The better the pilot; the faster the roll can be performed. The slow roll is often used in aerobatic competitions and shows, displaying the pilot's ability to control the plane. Most rolls performed by fighter aircraft are slow rolls or partial slow-rolls, as opposed to an uncontrolled aileron roll, and this is especially true when flying in formation.
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According to gunner Bob Pointer, "the skipper was fighting with the aircraft. Having had the aileron controls badly mangled by the cannon shells he could only fly the aircraft by varying the power of the engines." He attempted to regain the altitude lost and came up through a cloud bank to realize they were headed east instead of west. By manipulating the power on the four engines he was able to lurch the aircraft back toward home.
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Like the rest of the Steinadler, the two part cantilever wings is wood framed and covered in a mixture of plywood and fabric. Each part is built around a single spar, with ply covering ahead of it around the leading edge forming a D-shaped torsion box. Behind the spar the wing is fabric covered, except for small areas near the root and near the tip, where the aileron hinge angles in towards the spar, that require strengthening.
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Depending on the operating area, a number of different kinds of anchor could be carried to cope with different anchorages. Another means of direction control on the water was by application of the rudder and aileron flight controls. The ailerons would cause asymmetric lift from the airflow and, ultimately, drop a float into the water to cause drag on that wing. The pilots could vary engine power to control the direction and speed of the aircraft on the water.
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Rakoth Maugrim, defeated and chained a thousand years ago, has broken free of his prison—and Jennifer's kidnappers have sent her to him at his fortress of Starkadh. Ailell suffers a heart attack and dies at the sight. Aileron returns and Diarmuid, with great wit, agrees that he should be High King despite having been exiled. In the midst of this dynastic confusion, Sharra of Cathal, furious at her seduction and abandonment, stabs Diarmuid in the shoulder.
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These opposing rolling moment effects have to be overcome by the aileron input in order to sustain the roll rate. If the roll is stopped at a non-zero roll angle the L_\beta upward rolling moment induced by the ensuing sideslip should return the aircraft to the horizontal unless exceeded in turn by the downward L_r rolling moment resulting from sideslip induced yaw rate. Longitudinal stability could be ensured or improved by minimizing the latter effect.
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Strutted high-wing, twin vertical fins and tricycle landing gear The M28 is a twin-engined high-wing strutted monoplane with an all-metal airframe, twin vertical fins and a tricycle fixed landing gear. If an engine fails, a spoiler forward of the aileron opens automatically on the opposite wing. This limits the wing drop to 12° in five seconds instead of 30°. It is capable of Short takeoff & landing (STOL) and hot and high altitude operations.
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Matthew Piers Watt Boulton, grandson of Matthew Boulton, and born in the area, invented the aileron, an important flight control surface in 1868, decades before the first actual flight. Triumph Engineering was a famous motorbike firm in Meriden. About a quarter of all British WWI planes were built in Coventry. The Jensen Interceptor FF was the first production four-wheel-drive car in the world, designed by Major Tony Rolt, and built at their factory in West Bromwich.
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Stagger was exaggerated by the smaller chord of the lower wing, which was mounted on the bottom of the fuselage. The rudder and elevators, the latter mounted on a cantilever tailplane were also unbalanced. After the first flight and the aileron modifications, flight testing recommenced in March. In July it was decided to submit the aircraft under Air Ministry specification F.10/27 as well as F.20/27, the earlier specification calling for a six gun fighter.
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Again, as the crescent wing's tips are closer to the center of pressure, these forces are reduced. Ailerons, located at the wing tips, also create a large torque force when actuated. This can cause a problem known as aileron reversal, where the twisting motion of the entire wing causes the opposite force to be applied. This problem was well known on the Supermarine Spitfire and required its wing to be greatly strengthened to counteract this effect.
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His Spitfire received numerous cannon strikes in the engagement, and damage to the port aileron forced the aircraft into a dive that was controlled only with great difficulty. His aircraft had also lost its airspeed indicator and control of guns, flaps or brakes. Despite this damage, Gray managed to land safely at Hornchurch. With the pilots of the squadron exhausted after extensive operations over Dunkirk, it was withdrawn to Catterick in Yorkshire for a short rest.
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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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It was destroyed in the Siege of Budapest, December 1944-February 1945. The R-17b, redesigned to lower mass as well as improve handling with new ailerons, was built by Aero-Ever Ltd's successor, Sportárutermelő Vállalat (Sporting Goods Factory). They began a batch of three, the first flying in 1950. When test flown the R-17b showed aileron flutter, not experienced with the R-17, which was strong enough to wrest the control stick from the pilot causing a crash.
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The wings also incorporate washout, retaining aileron effectiveness at or just prior to the stall. From above or below, the wings are also distinctive as this cranked section of the wing tapers sharply towards the wingtip. The design is popular in France and in Southern Europe, UK, but the type is little known in the USA. In Australia, the design has been brought up to date somewhat by Frank Rogers who produced new drawings to standards suited to Australian amateur builders.
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The forward slip changes the heading of the aircraft away from the down wing, while retaining the original track (flight path over the ground) of the aircraft. To execute a forward slip, the pilot banks into the wind and applies opposing rudder (e.g., right aileron + left rudder) in order to keep moving towards the target. If you were the target you would see the plane's nose off to one side, a wing off to the other side and tilted down toward you.
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The sideslip also uses aileron and opposite rudder. In this case it is entered by lowering a wing and applying exactly enough opposite rudder so the airplane does not turn (maintaining the same heading), while maintaining safe airspeed with pitch or power. Compared to Forward-slip, less rudder is used: just enough to stop the change in the heading. In the sideslip condition, the airplane's longitudinal axis remains parallel to the original flightpath, but the airplane no longer flies along that track.
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On 2 August,Franks 2000, p. 83. Pulpe fell under the guns of Erwin Böhme and his gunner to begin Böhme's victory string. Witnesses on the ground watched Pulpe fight three German fighters for almost an hour before the Russian ace's bullet-riddled aircraft fell spinning to 1,000 feet altitude, recovering briefly, then plunging to earth because its left aileron was ruined. The impact imbedded the aero engine in the earth on the banks of the Styr River near Rogistche.
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Every incarnation of the C8 from the Spyder to the Preliator is built on an aluminum spaceframe chassis, although through the generations the original chassis has been stiffened and lengthened to accommodate the longer wheelbase and optional automatic transmission. The body panels for the first two C8 generations are also made out of aluminum, while the Preliator incorporates carbon fibre for all parts of the body except the hood and the deck for additional weight savings over the outgoing Aileron.
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All variants landed on a semi-retractable monowheel under mid-chord with a rubber-sprung skid ahead of it and a small tail skid. Many of these modifications were triggered by a lack of rear seat headroom in the original. The introduction of a raised canopy induced tailplane vibrations which required further changes. Other persistent problems were high aileron control forces, addressed through linkage changes and aerodynamic balancing, and high rudder control forces, which resulted in the M-30C's larger rudder.
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To translate his discoveries into therapeutics, Verdine has founded or co-founded numerous public biotech companies including Variagenics, Enanta, Eleven Bio, Tokai, Wave Life Sciences, and Aileron. He also founded the private company Gloucester Pharmaceuticals, which was acquired by Celgene in 2009. His companies share the mission of developing molecules intended to target “hard-to-drug” endogenous targets that have remained out of reach of modern cell-penetration technologies.Ben Fidler, With Latest Startup, Harvard’s Verdine Again Aims at Elusive Targets,Xconomy.
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The wing planform was also revised to have taper only on the leading edge. The trailing edge carried the usual Junkers "double wing", a full-width adjustable flap cum aileron arrangement. Other aerodynamic improvements included a cockpit enclosure better faired into the fuselage and a seriously revised undercarriage which now retracted inwards into the underside of the wing where the wheels were completely enclosed. The Ju 60 undercarriage left the wheels partially protruding in Douglas DC-3 fashion on retraction.
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The 1952 Air France SNCASE Languedoc crash occurred on 3 March 1952 when a SNCASE SE.161/P7 Languedoc aircraft of Air France crashed on take-off from Nice Airport for Le Bourget Airport, Paris, killing all 38 people on board. The cause of the accident was that the aileron controls had jammed, which in itself was contributed to by a design fault. The accident was the third- deadliest in France at the time and is the deadliest involving the SNCASE Languedoc.
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Today this relationship is known as the aspect ratio of a wing. The latter part of the 19th century became a period of intense study, characterized by the "gentleman scientists" who represented most research efforts until the 20th century. Among them was the British scientist-philosopher and inventor Matthew Piers Watt Boulton, who wrote an important paper in 1864, On Aërial Locomotion, which also described lateral flight control. He was the first to patent an aileron control system in 1868.
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Triangular outboard control surfaces were hinged on the diagonal to these sections and provided all the functions normally produced by separate elevator, aileron and rudder controls. When operated together they acted as elevators, while when operating differentially they acted as combined ailerons and rudders to bank the aircraft into a controlled turn. The front and rear wings were fixed to a long, uncovered fuselage frame, with the front wing gently tapered. The top wing was strut-braced to the structure below.
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Its thick section, cantilever wing was in three parts, with a centre section between the engines and twin outer panels. The centre section was rectangular in plan and the outer panels were straight-tapered, square-tipped and constantly decreased in thickness outwards. The centre section had a steel tube structure which carried the engine mountings and the outer wings and was plywood-covered. Each outer panel was built around two spruce, ash and ply spars and had an aileron at its tip.
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The pitch trim tab is located in the trailing edge of the left elevator, and is actuated by a handle in the left side of the cockpit. The rudder and the left aileron also have ground-adjustable trim tabs. A Lycoming O-235-C2A air-cooled engine, rated at 115 hp (85.8 kW), drives a Sensenich Propeller model 72 CK-050, metallic fixed-pitch twin-bladed propeller. The fuel system uses a FACET MA 3PA carburetor, equipped with carburetor heat.
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On 24 February, as W4050 taxied across the rough airfield, the tailwheel jammed leading to the fuselage fracturing. Repairs were made by early March, using part of the fuselage of the photo-reconnaissance prototype W4051. In spite of this setback, the Initial Handling Report 767 issued by the AAEE stated, "The aeroplane is pleasant to fly ... aileron control light and effective..." The maximum speed reached was at , with an estimated maximum ceiling of and a maximum rate of climb of at .
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The wings can be modified using a number of STOL modification kits, some improving high speed/cruise performance but most concentrating on STOL performance. Horton's STOL kit is one of the better-known of the latter. It involves fitting a more cambered leading edge cuff to increase the maximum coefficient of lift, fitting fences at the aileron/flap intersection and fitting drooped wingtips. Stalls with these modifications are almost off the airspeed indicator, since instrument error is high at high angles of attack.
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The aircraft features a cantilever V-strut-braced high-wing, a two-seats-in- tandem enclosed cockpit accessed via doors, fixed aluminium sprung conventional landing gear and a single engine in tractor configuration. The aircraft is made from welded CNC-milled 4130 steel tubing, with its flying surfaces covered in doped aircraft fabric. Its span wing has an area of and mounts flaps. The controls are driven by torque tubes, instead of cables, with the aileron tubes running inside the V-struts.
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Germany, May 1945. In operational service many pilots initially found that the new fighter could be difficult to handle, particularly if they were used to earlier Spitfire marks. Don Healy of 17 Squadron, based at Madura recalled that the Mk XIV was; > ...a hairy beast to fly and took some getting used to. I personally > preferred the old Mk Vs from a flying standpoint ... Even with full aileron, > elevator and rudder, this brute of a fighter took off slightly > sideways.
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Bird's eye view of alt=Overhead view of twin-jet aircraft taxiing on airport tarmac. The 757 is a low-wing cantilever monoplane with a conventional tail unit featuring a single fin and rudder. Each wing features a supercritical cross-section and is equipped with five-panel leading edge slats, single- and double-slotted flaps, an outboard aileron, and six spoilers. The wings are largely identical across all 757 variants, swept at 25 degrees, and optimized for a cruising speed of Mach 0.8 ().
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The first prototype, L6844, used long exhaust ducts that were channelled through the wings and fuel tanks, exiting at the wing's trailing edge. This configuration was quickly changed to more conventional, external exhausts after Westland's Chief test pilot Harald Penrose nearly lost control when an exhaust duct broke and heat-fractured an aileron control rod.Bingham 1987, p. 28. The engines were cooled by ducted radiators, which were set into the leading edges of the wing centre-sections to reduce drag.
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Boulton's description of his aileron control system was both clear and complete. It was "the first record we have of appreciation of the necessity for active lateral control as distinguished from [passive lateral stability].... With this invention of Boulton's we have the birth of the present-day three torque method of airborne control" as was praised by Charles Manly. This was also endorsed by C. H. Gibbs-Smith. The patent's actual wording of ailerons reads (page 16, from line 8): Three figures (No.
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Although the Yak-23 was accepted for series production, it was criticized of heavy aileron and rudder forces, lack of cockpit pressurization and heating and ventilation, protection for the pilot and weak armament. The test pilots did praise it as highly maneuverable, with a good acceleration and takeoff and climb capabilities thanks to a high thrust-to-weight ratio. The second prototype was modified afterwards to address some of these issues and successfully tested again in 1948.Gordon & Kommissarov 2014, pp.
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The column of air flowing through the central hole was intended to improve the wing's stability in flight. In the initial design, elevon (combined elevator and aileron) control surfaces were set into the trailing edge of the aft wing section, on either side of a vertical rudder. On the second machine the elevons were moved outwards and additional elevons placed above them, with various arrangements being tried. The third machine retained the outboard elevons behind a modified wing and discarded the upper surfaces.
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10 German ace Wilhelm Reinhard was killed on 3 July 1918 after a structural failure, while it was supposed to have been grounded for structural improvements. There were reports of heavy aileron controls and poor climb performance at higher altitudes. After being fitted with a more powerful BMW IIIa inline-six liquid-cooled engine that boosted the climb rate to from 25 minutes to 13 minutes, an order was placed for 50 aircraft either in October or November.Grosz, 1998, p.
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On 9 July 1995 Hummel was involved in an aircraft accident when a bolt broke in the aileron control system of the Mini-MAX he was flying. Hummel was seriously injured and designed the Hummel UltraCruiser shortly thereafter as a consequence of a religious revelation he had during his recovery. The UltraCruiser prototype was started in 1999 and was completed in June 2000. In April 2002 a new version of the UltraCruiser was designed for larger pilots, the Hummel UltraCruiser Plus.
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Aerodynamic optimizations to the original Long-EZ airframe were made to increase performance and interior space. The fuselage was stretched and the nose, canard, instrument panel and pilot moved forward one foot (300 mm), to allow a heavier engine to be used in the rear. The main wing trailing edge was straightened, removing a small bend in the trailing edge of the Long EZ wing. The lower winglet was removed and the aileron size increased in both chord and span, significantly increasing roll rate.
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The fuselage turned out to be a problem, as it distorted under flight loads. The pilots sat in tandem in a pressurized fighter-style cockpit under a single Plexiglas teardrop canopy with the bombardier-navigator-radio operator in a transparent Plexiglas nose section. XB-46 aileron and spoiler detail The straight wing had an aspect ratio of 11.6, and was equipped with Fowler flaps which extended over 90 percent of the span, in four sections. The flaps extended via electrical actuators, and had very small ailerons.
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Developed by Marcel de Bruyere, the C 1 was a single-bay biplane with staggered equal-span wings and inverted V-struts. An all-moving one piece canard controlled pitch, while roll control was provided by unusual full chord tip ailerons on the upper wing. Crash of the C 1 prototype with rotary-tip aileron detail. A 150 hp Hispano-Suiza 8Aa water-cooled engine located immediately aft of the wings drove a two blade pusher propeller mounted at the extreme tail, via a long shaft.
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The aircraft was originally conceived as a two seat version of the Currie Wot, however few component parts of the original Wot were retained by the time the design had been finalised. The Turner TSW-2 has a reduced wingspan, four ailerons and uses a different aerofoil section for the staggered wings. The aileron bellcrank fittings are however, made to the Currie Wot drawings. The Turner Two Seat Wot's structure is primarily of wood with metal interplane struts, cabane struts, undercarriage and engine mount.
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There was a large, trapezoidal cut-out in the trailing edge to improve the view from the cockpits. Its aileron hinges were set at a shallow angle to the trailing edge. The wings were braced to the fuselage with a parallel pair of struts from the lower longerons to the spars at about mid- span assisted by N-form, cross-braced jury struts at right angles. Four very short struts from the upper fuselage longerons to the wing centre section formed a low cabane.
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In 1958 the wing trailing edge was modified, chiefly by the addition of camber changing plain flaps inboard of the ailerons which added low speed, thermalling lift as well as slowing landing approach speed. They could extend from +5° to −90°. At the same time the aileron span was increased by 11% and the wing area by 3.5%; the weight also increased slightly. In 350 hours of flying the undercarriage had twice been damaged in fast landings onto bumpy ground, so the skid was reinforced.
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The de Havilland DH.82 Tiger Moth is a single-engine biplane light aircraft. It was developed principally to be used by private touring customers as well as for pilot instruction for both military and civil operators. It is typically powered by a de Havilland Gipsy III 120 hp engine; later models are often fitted with more powerful models of this engine, while some have been re-engined by third-party companies. One distinctive characteristic of the Tiger Moth design is its differential aileron control setup.
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Controls were light and very sensitive, abrupt maneuvers resulted in spins, and spin behavior was excellent. An aileron roll could be performed in under 1.5 seconds (roll rate over 240 degrees/second). The machine guns were fired via a cable and the required effort, coupled with sensitive controls, made precision aiming difficult. The rear weight bias made the I-16 easy to handle on unprepared airfields because the aircraft was rather unlikely to flip over the nose even if the front wheels dug in.
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Verdine coined the term "drugging the undruggable" to describe the unique capabilities of stapled peptides. A close analog of a stapled peptide drug invented in the Verdine Lab, ALRN-6924, is a first-in-class dual MDM2/MDMX inhibitor currently in Phase II clinical development by Aileron Therapeutics, which he co-founded in 2005. FogPharma, founded in 2016, aims to further develop stapled peptide technology for therapeutic use. He has founded numerous other drug discovery companies, including six that are listed on the NASDAQ.
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The Nimbus-3 uses carbon-fibre extensively and has a new wing profile compared with the Nimbus-2. It has a four-piece carbon-fibre wing with a 22.9 metre span but may be increased to 24.5 or 25.5 metres with tip extensions. The outer wing panels are slightly modified Ventus wings. When rolling at large aileron deflection, small spoiler flaps deploy at the inner wingtip to compensate for lack of rudder power. It was first flown on 21 February 1981 by its designer Dipl.
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It had a wing increased in span by , a corresponding 11% increase in wing area and had washout at the wingtips which improved aileron response. The wire wing bracing of the CWJ was replaced by pairs of parallel struts and the fuselage box was strengthened. The empennage was also modified; the fin now had a triangular, rather than straight, leading edge and at some later time the top of the rudder was made almost semi-circular. Early tests showed the sought-after improvement in handling.
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The Wright brothers and Glenn Curtiss fought a years-long legal battle over the Wright patent of 1906, which described a method of wing-warping to achieve lateral control. The brothers prevailed in several court decisions which found that Curtiss's use of ailerons violated the Wright patent. Ultimately, the First World War compelled the U.S. Government to legislate a legal resolution. A much earlier aileron concept was patented in 1868 by British scientist Matthew Piers Watt Boulton, based on his 1864 paper On Aërial Locomotion.
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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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Chilstrom participated in the first "closed course" jet air race at the 1946 Cleveland National Air Races in Ohio. In this race, three P-80 Shooting Stars from Wright Field competed against three P-80s from the 1st Fighter Group at March Field, California. Chilstrom was forced out of the race due to mechanical problems when his aircraft's aileron boost failed. The Thompson trophy (Jet Division) was won by Major Gustav E. Lundquist of Wright Field, and Major Robin Olds of March Field took second place.
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The C8 Spyder was the original base model with an Audi 4.2 litre V8 engine. Since the start of its production in 2000, twelve different variants have been sold. A long wheelbase version was presented at the 2008 Geneva Motor Show, called the C8 Aileron. A year later, a convertible version was presented. Horsepower ranges from 400 for the original C8 Spyder to 620 for the C8 Double 12S. The most recent model, the C8 Preliator, was officially announced at the 2016 Geneva Motor Show.
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From the spar forward around the leading edge the wing was ply skinned, forming a torsion box; behind the spar the wing was fabric covered. Its rectangular centre section occupied about one third of the overall span and was braced to the lower fuselage on each side with a faired V-form lift strut. The outer panels were strongly straight tapered, with a taper ratio of 1:3. The whole trailing edge of each outer section was filled with a straight edged, slightly tapered aileron.
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Bowlus, William H. "How to Build the Bowlus Sailplane" Modern Mechanics and Inventions for January, 1930, pp. 140-148. Otherwise the aircraft was predominantly wood and doped aircraft fabric.Bowlus, William H. "How to Build the Bowlus Sailplane" Modern Mechanics and Inventions for January, 1930, pp. 140-148. The aircraft originally had a span wing with a USA 35-A airfoil with conventional aileron control and landing wheels for the rough dirt surface at Lindbergh Field.Fogel, Gary. 2000. Wind and Wings: The History of Soaring in San Diego.
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The inner area of each part was rectangular in plan, tapering strongly outboard. The leading edges ahead of the main spar were plywood-covered, as was the whole wing at the inner-outer junction; the rest was fabric-covered. An aileron filled the whole trailing edge of each outer section. The two parts joined at a narrow centre- section on a raised fuselage pylon and were braced on each side with a V-strut from the fuselage bottom to the wing spars at the inner-outer junctions.
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On December 19, 2005 a Chalk's Ocean Airways Grumman G-73T Turbine Mallard crashed off of Miami Beach, Florida. All 20 passengers and crew on board died in the crash, which was attributed to metal fatigue on the starboard wing resulting in separation of the wing from the fuselage. On July 1, 2018, a Tropic Ocean Airways Cessna 185 crashed on landing into the Miami Seaplane base when the aircraft nosed over into the water. The amphibious airplane sustained substantial damage to the right wing lift strut, empennage, right wing aileron, rudder, and elevator.
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Investigators immediately examined the fragments of the engine. They stated that the explosion might have been powerful enough to propel fragments of the turbine with sufficient speed to penetrate the plane and damage the flight controls, which could explain why the plane suddenly pitched up and barrel-rolled immediately after the explosion. 5 years before the crash of Flight 105, in Poland an Ilyushin Il-62 crashed into a moat after its engine number 2 exploded and damaged the plane's elevator and aileron. Immediately after the explosion, the plane nosedived to the ground.
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As a wing stalls, aileron effectiveness is reduced, making the plane hard to control and increasing the risk of a spin starting. Post stall, steady flight beyond the stalling angle (where the coefficient of lift is largest) requires engine thrust to replace lift as well as alternative controls to replace the loss of effectiveness of the ailerons. For high- powered aircraft, the loss of lift (and increase in drag) beyond the stall angle is less of a problem than maintaining control. Some aircraft may be subject to post-stall gyration (e.g.
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Video of a skateboarder performing a Kickflip To perform a kickflip, the rider ollies into the air, and lifts the back foot from the board while simultaneously sliding the front foot off the skateboard diagonally forward and towards the heel of the foot. This front foot motion, sometimes called "the flick", spins the board, flipping it completely over. Before landing, the rider stops the spin by returning the feet to the board as it nears its original position. The board revolves around its longitudinal axis, like an aileron roll.
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Space Shuttle Discovery on landing, showing its rudder deployed in speed brake mode The deceleron is an aileron that functions normally in flight but can split in half such that the top half goes up as the bottom half goes down to brake. This technique was first used on the F-89 Scorpion and has since been used by Northrop on several aircraft, including the B-2 Spirit. The Space Shuttle used a similar system. The vertically-split rudder opened in "clamshell" fashion on landing to act as a speed brake.
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Aboard Holly's flight, a suspicious Thornburg is monitoring airport radio traffic and learns about the situation from a secret transmission to the circling planes from Barnes. He phones in a sensational and exaggerated take on what is happening, leading to panic and preventing the officers from reaching the escape plane, until Holly subdues Thornburg with a stun gun. McClane hitches a ride on a news helicopter that drops him off on the wing of the taxiing mercenaries' 747. He jams the left inboard aileron with his jacket, preventing the plane from taking off.
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C8 Preliator The C8 Preliator was officially announced at the 2016 Geneva Motor Show as the third generation C8 sportscar, replacing the Aileron. Though originally Spyker had planned to produce the Preliator with a 5.0L V8 engine supplied by Koenigsegg, in 2018 this deal was called off. Instead, the Preliator will use a 4.2L supercharged Audi V8 producing , resulting in a 0-100 km/h (62 mph) time of 3.7 seconds and a top speed of . The car comes with a choice of a 6-speed Getrag manual or a 6 speed ZF automatic transmission.
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They had laminar flow profiles and were tetrahedral in plan out to small salmon tip fairings. Each wing carried a two part aileron and three part flap, all sandwich-cored metal structures. Its all-metal, semi-monocoque fuselage was slender, with a maximum cross-sectional area of 0.36 m2 This was achieved by giving the pilot a strongly reclined position under a two-piece canopy that occupied almost all the fuselage forward of the wing leading edge. Unusually, the cockpit was equipped with oxygen for high altitude flight.
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PJC students then built a slightly modified airplane, which limited aileron travel with full aft-stick and incorporated a slightly larger vertical stabilizer. This became the PJC-2 model, serial number 1 certified by the FAA on 20 May 1938. It was one of the first, if not the first, airplane designed and built in the U.S. with a stressed-skin semi-monocoque structure—a revolutionary design feature for the time. Harlow saw the potential and formed the Harlow Aircraft Company to build PJC-2 aircraft at Alhambra Airport.
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The increased lift on the left side increased the tendency to roll further to the right, both because the right outboard aileron was inoperative and because the thrust of the left engines was increased in an attempt to reduce the aircraft's very high sink rate. As the aircraft slowed, the ability of the remaining controls to counteract the right roll diminished. The crew finally lost almost all ability to prevent the aircraft from rolling to the right. The roll reached 90 degrees just before the impact with the apartments.
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To comply with the rules, the ship was modified for the World Championships so that the outer half of the flaps hinged upwards to comply with the rules. Schreder pointed out that this made the glider more expensive and less safe (higher landing speed, less effective brakes). The argument over whether to allow this went on for the next five years in IGC and eventually the rules were changed to permit plain flaps provided they were the only means of drag control for landing, and there was no aileron linking for camber changing.
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Generally docile and forgiving in the normal flight phases encountered during initial training, when used for aerobatic and formation training the Tiger Moth required definite skill and concentration to perform well – a botched manoeuvre could easily cause the aircraft to stall or spin. From 1941 onwards all military and many civil Tiger Moths were outfitted with anti-spin strakes positioned on the junction between the fuselage and the leading edge of the tailplane, known as Mod 112; later on the aileron mass balances were removed for improved spin recovery performance.
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The wing had a thick and cambered profile inboard of the tips, which had a thinner and more symmetric profile. Initially the wing plan was rectangular, with triangular ailerons mounted on straight hinges which were attached to the front spar at the tips, reaching the trailing edge inboard. Later, the aileron area was reduced, partly by cropping them inboard and also by tapering their trailing edges and rounding their tips. Each wing was braced from the lower fuselage with an asymmetric, V-form, streamlined strut to the two spars at about one-third span.
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Because the right elevator cable was partially restricted, however, both pilots had to apply back pressure on the yoke for the landing flare. Additionally, the approach and landing had to be made at high speed, to prevent the sink rate from becoming too high. The tendency to turn right was offset by using 45 degrees of left aileron, combined with an asymmetrical thrust of the two wing engines. In spite of the partial restriction of the controls, the pilots managed to return to Detroit Metropolitan Airport and land safely, with no major injuries.
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Wind gradient is also a hazard for aircraft making steep turns near the ground. It is a particular problem for gliders which have a relatively long wingspan, which exposes them to a greater wind speed difference for a given bank angle. The different airspeed experienced by each wing tip can result in an aerodynamic stall on one wing, causing a loss of control accident. The rolling moment generated by the different airflow over each wing can exceed the aileron control authority, causing the glider to continue rolling into a steeper bank angle.
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The outer span washout and the tip bodies were discarded. The span was increased by , which raised the aspect ratio from 18 to 19.3. Each aileron of the Strale was shortened by and plywood covered, and the combined flaps/airbrakes of the Veltro were discarded, replaced by spoilers. These were similar to those used on the CVT M-100S: mounted immediately behind the main spar at about one third span, each set consisted of five plates that rotated about chordwise axes out of the wing, each plate projecting both above and below.
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The ASW 22 is the successor to the ASW 17. It first flew as a 22-metre glider. The span was later increased to 25 metres for the ASW 22B with a modified inner wing section and flaperons similar to the ASW 20. It uses a Horstmann and Quast wing profile on the inner section with underwing tubes to collect high-pressure air which is then expelled through turbulator holes in the bottom wing skin ahead of the flap and aileron hinge line to prevent the separation of the laminar flow.
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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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Although aileron control was sluggish, both rudder and elevator control were considered satisfactory and the unconventional design of the fuselage appeared not to have a detrimental effect on the aircraft's flying characteristics. The anticipated aerodynamic benefits of the tall fuselage filling the gap between the wings were not found on the full-size aircraft. R.I 8/15 wings collapsed when the aircraft was at a low altitude, all but one of the crew surviving. R.I 40/16 was badly damaged when nosed over on landing, and was not repaired.
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Matthew Robinson Boulton medal struck at the Soho Foundry, Smethwick, West Midlands, England, c. 1803. Matthew Robinson Boulton (8 August 1770 – 16 May 1842) was an English manufacturer, a pioneer of management, the son of Matthew Boulton and the father of Matthew Piers Watt Boulton, who first patented the aileron. He was responsible with James Watt Jr. for the management of the Soho Foundry. Matthew Robinson Boulton was mainly involved in the initial planning of the foundry, with James Watt Jr. being more concerned with daily management and organisation.
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The Board of Inquiry was convened on 31 January 2005 and reported in August. Without witnesses, no in-flight data recorder (ADR) and lacking evidence, the investigation worked by eliminating possible causes for the crash and then analysing remaining possibilities. The Board came to the conclusion that the aircraft had been shot down by ground fire; a projectile had penetrated the starboard wing fuel tank, causing a fire in the wing, the subsequent explosion leading to the loss of 23 ft of wing including the aileron. Therefore, the aircraft became uncontrollable and crashed.
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The former were soon fixed by wing bracing changes but aileron and slot issues and the longitudinal instabilities and associated fore and aft trim problems persisted, even though a new tail unit fitted in the first half of 1934 improved things. Low speed control weaknesses remained to the last flight in May 1934. In November 1934 the Air Ministry agreed, reluctantly, to accept the sole H.P.46: it left Handley Page's Radlett works in April 1935 by road to Farnborough Airfield and did not fly again. It never carried arms.
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The wing trailing edge featured the standard Junkers "double wing", combining adjustable flap and aileron surfaces outboard, together with plain flaps inboard. The aircraft had a fixed, split-axle main undercarriage which was noticeably tall, to accommodate the large-diameter propeller, plus a tailskid. A retractable rectangular radiator descended between and just in front of the undercarriage legs. The pressurized cabin had five small portholes for the pilot, two forward, two sideways and one overhead, and there were two more, one on each side for the second crew member.
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The S.E.5 was relatively easy to fly, albeit with the exception of an excessive amount of adverse yaw. The yaw could be compensated for by balanced application of the aileron and rudder, whilst adjustment of the elevator trim made it possible to fly in a 'hands off' manner. The S.E.5 was armed with a single synchronised .303-inch Vickers machine gun in contrast to the Camel's two, but it also had a wing-mounted Lewis gun fitted on a Foster mounting, which enabled the pilot to fire at an enemy aircraft from below.
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The other occupants, pilot Ralph Virtue and the joint owner of the Canberra, Holden's schoolfriend Dr George Hamilton, also perished. Investigations determined that the Puss Moth, VH-UPM, had gone down as a result of wing failure caused by aileron flutter. A crowded memorial service for Holden and Hamilton took place at Sydney Church of England Grammar School on 20 September; they were cremated that afternoon at Rookwood Cemetery, where eighteen aircraft piloted by friends and associates of the pair overflew the chapel. Holden was survived by his wife and children.
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In addition, slots opened in front of the ailerons when they were lowered. This was done via a groove in the wing just in front of the aileron hinge, narrowing towards the top surface. The spans and wing areas of the DH.9A and H.P.20 were about the same, so the wing chord of the monoplane was about double that of the biplane. As a result, the tailing edge extended aft beyond the DH.9A's pilot's cockpit and so the H.P.20 was flown from what had been the gunner's position.
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On March 12, 1908, over Keuka Lake, the biplane lifted off on the first public flight in North America. The innovations that were incorporated into this design included a cockpit enclosure and tail rudder (later variations on the original design would add ailerons as a means of control). One of the AEA's inventions, a practical wingtip form of the aileron, was to become a standard component on all aircraft. The White Wing and June Bug were to follow and by the end of 1908, over 150 flights without mishap had been accomplished.
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Most fixed-wing aircraft have a trimming control surface on the elevator, but larger aircraft also have a trim control for the rudder, and another for the ailerons. The rudder trim is to counter any asymmetric thrust from the engines. Aileron trim is to counter the effects of the centre of gravity being displaced from the aircraft centerline. This can be caused by fuel or an item of payload being loaded more on one side of the aircraft compared to the other, such as when one fuel tank has more fuel than the other.
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The wing was built around a single, swept main spar which was straight in plan, simplifying its change in direction between the inner and outer panels. Diagonal sub-spars ran inwards and rearwards from it between the lift strut attachment points and the fuselage. Plywood skinning forward of these spars around the leading edge formed a D-box; aft, the wing, including the aileron, was fabric covered. Its fuselage was ply covered and roughly oval in cross section, with a somewhat pointed nose and tapering gently and uniformly from wing to tail.
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Developed from the one-off JN-5H advanced trainer, the 6H had a superior aileron operation mechanism. It was used in a variety of roles, with stick and rudder in either one seat or both: JN-6HB single-control bomber trainer (154 built), JN-6HG-1 dual-control gunnery trainer (560 built), JN-6HG-2 single-control gunnery trainer (90 built), JN-6HO single-control observation trainer (106 built),and JN-6HP single-control pursuit trainer (125 built), a total of 1,035; five went to the Navy.Fitzsimons 1978, p. 1502.Donald 1997, p. 1502.
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Retrieved: September 3, 2011. It is theorized that the gas cap struck the pilot and incapacitated him, causing a sudden upset in pitch that led to uncontrolled flutter in the right aileron which imparted undue stress on that wing, causing it to pitch up sharply and fail. In addition, tests of a reproduction aircraft have shown that the Gee Bee Z was susceptible to aerodynamic flutter at high speed. The 1932 R-1 and its sister ship, the R-2, were the successors of the previous year's Thompson Trophy-winning Model Z.
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On a second flight on 10 December, again with Peter at the controls, in front of various Nazi officials, the glue again caused a structural failure. This allowed the aileron to separate from the wing, causing the plane to roll over and crash, killing Peter. An investigation into the failure revealed that the wing structure had to be strengthened and some redesign was needed, as the glue bonding required for the wood parts was in many cases defective. However, the schedule was so tight that testing was forced to continue with the current design.
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Criticisms were confined to its landing limitations; the absence of flaps meant a shallow approach, the absence of brakes could be a problem at short strips and its small wheels did not suit rough surfaces. After a period of disuse the Orlik was quickly restored to flight in mid-2003. Photographs from that year show the wheels enclosed in spats and flaps which occupy all the trailing edge inboard of the aileron. It underwent a series of quantitative tests with results good enough to encourage Orliński's son to start a second airframe in 2004.
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As the plane continues to roll wings-vertical, the rudder will need to slowly be applied while the elevator is relaxed, and all of this needs to be done while maintaining constant aileron input. As the plane continues the roll to wings-level, upright flight, the rudder will need to be carefully released as positive elevator is applied. An improperly performed slow roll can easily result in a change in heading. Before performing the roll, the pilot will often pick a reference point on the horizon, located just above the nose of the plane.
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In 1944, Flying Officer T.R. Jacklin (pictured) flew this No. 75 Squadron P-40N-5 more than after losing the port aileron and 25% of its wing area to a direct hit from an artillery shell. In December 1943 No. 75 Squadron became part of No. 78 Wing, which in turn formed part of the newly established No. 10 Operational Group. This group had been formed to provide a mobile organisation capable of supporting the offensives in and around New Guinea which were planned for 1944.Odgers (1968), pp.
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A barrel roll from the perspective of the wingtip A barrel roll is an aerial maneuver in which an airplane makes a complete rotation on both its longitudinal and lateral axes, causing it to follow a helical path, approximately maintaining its original direction. It is sometimes described as a "combination of a loop and a roll." The g-force is kept positive (but not constant) on the object throughout the maneuver, commonly between 2–3 g, and no less than 0.5 g. The barrel roll is commonly confused with an aileron roll.
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Narrow and very high aspect ratio ailerons were hung behind and below the whole trailing edge, leaving a slot between wing and aileron. The wing of the original production model, named Pionier, Lithuanian for Pioneer (or Pionerius, the plural) had a span of and an area of . The later Zylė (), alternatively known as the LAK-2, had a slightly larger wing with a span of and an area of , improving the glide ratio a little. The forward part of the fuselage was a wooden beam which extended aft to end under the wing trailing edge.
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Four different rolls, as seen from the pilot's perspective. In both the barrel roll and the rudder roll, the aircraft is at its lowest altitude when the nose is in position one, and at the highest part of the maneuver when the nose is in position five. A maneuver that greatly resembles a tight barrel-roll is the rudder roll. The rudder roll differs from the barrel roll both in that the application of back-stick pressure (elevator) is usually very high and that aileron input is held neutral throughout the maneuver.
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As they were diving under full power, Mahaddie made a grab for the throttle controls to pull them back. Fortunately, he only reached the two port throttles, and as he brought back power on them the aircraft leveled off. The instrument panel had been wrecked, the rear turret was put out of action and the Stirling's intercom system was knocked out. The mid-upper gunner, wireless operator and bomb aimer were all wounded, most of the compasses and navigational equipment were destroyed and the aileron controls were severed.
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Northwest Airlines Flight 85 was a scheduled international passenger flight from Detroit Metropolitan Wayne County Airport in the United States to Narita International Airport in Japan. On October 9, 2002, the Boeing 747-400 carrying out the flight experienced a lower rudder hardover event, when the flight was over the Bering Sea. A rudder hardover is when the aircraft's rudder deflects to its travel limit without crew input. The 747's hardover gave full left lower rudder, requiring the pilots to use full right upper rudder and right aileron to maintain attitude and course.
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G-EBJL, which had the large metal wings fitted, first flew on 22 September and G-EBJM, completed as a single- seater with a long-range tank and the smaller metal wings, followed on 4 September. All took part in the trials, which took place between 27 September and 4 October. Uwins, flying 'JK, winning second prize in the main trials. 'JL, to be flown by T.W. Campbell, was withdrawn because of aileron flutter, and Campbell in 'JM won third place in the Grosvenor Cup race, averaging over 70 mph.
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The Cessna was destroyed and the occupants killed. The DC-3 lost six feet off the right wing, and a portion of the right aileron. No one aboard the airliner were injured and the airplane landed at the airport. The probable cause of the accident was the failure of the pilots in the DC-3 to observe and avoid the Cessna aircraft. ;December 12, 1949: Capital Airlines Flight 500 a Douglas DC-3-313A (NC45379), stalled and crashed in the Potomac River off Washington, D.C., killing six of 23 on board.
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According to Boeing, the parts, manufactured by subcontractor Vought Aircraft Industries, were, under certain loads, susceptible to cracking. Boeing said that the issue would not affect flight testing, but other sources stated that the problem could impact the operating envelope of the aircraft until it was fully repaired. Two other issues found during testing were oscillation in the inboard aileron and a structural flutter, which had not been resolved as of 2010. Combined, these problems slowed flight testing and used up almost all the margin in Boeing's development schedule.
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The Fly Baby was designed to be a very simple aircraft. For example, the fuel gauge is a stiff wire attached to a float poking up through the gas cap (a common application in the 1930s and 1940s, as seen on Piper and Aeronca light aircraft). The structure is of aircraft-grade spruce and plywood (Bowers did not advocate skimping on the quality of structural wood), covered with doped aircraft fabric. Aileron controls are push-tube, elevator controls are a combination of push-tube and cable, the rudder is cable-controlled.
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Reacting to these unintended changes, the pilot then begins to pull the elevator control aft (thus increasing the angle of attack and load factor) while applying opposite aileron to decrease bank angle. Taken to its extreme, this can result in an uncoordinated turn with sufficient angle of attack to cause the aircraft to stall. This is called a cross-control stall, and is very dangerous if it happens at low altitude where the pilot has little time to recover. To avoid this scenario, pilots learn the importance of always making coordinated turns.
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At the time the T-18 was developed these engines were inexpensive and widely available as military surplus generator motors. When converted for aircraft use they are virtually identical to the O-290D or O-290D2 aircraft engines. Other Lycoming engines can be used, including the Lycoming O-320, Lycoming O-340, Lycoming O-360 and the Lycoming IO-360. T-18 plans were available to builders from Eklund Engineering, which was also developing a laser-cut kit version and as of 2009 had aileron, flap and empennage kits.
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The easy-to-fly design included unique design features, including a large glazed canopy - with almost as much visibility as a bubble canopy - for improved visibility. The prototype 310 featured an ERCO-made inverted four-cylinder engine, the ERCO I-L 116, which was quickly dropped due to its high manufacturing cost compared to the new Continental A-65 horizontal. Lacking rudder pedals, the Ercoupe was flown using only the control wheel. A two-control system linked the rudder and aileron systems, which controlled yaw and roll, with the steerable nosewheel.
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The more obvious external appearance clue to distinguish a JF from an early J2F is the deletion of the inter-aileron strut between the wings on the J2F; less noticeable perhaps is the J2F's slightly longer rear fuselage/float joining fillet beneath the tail. The Duck's main pontoon was part of the fuselage, almost making it a flying boat, although it appears more like a standard aircraft with an added float. The XJF-1 prototype first flew on 24 April 1933 piloted by Grumman test pilot Paul Hovgard.Thruelson 'The Grumman Story' 1976, p. 77.
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The airplane was spared from a deadly fiery explosion as the seat where the bomb was planted, 26K, was two rows away from the central fuel tank. The rapid expansion of energy from the bomb caused the plane to expand vertically slightly, damaging cables to the steering and aileron controls. The bomb's orientation caused the energy to be mostly absorbed by Ikegami; he was killed but the other passengers and the plane were not catastrophically damaged. The cockpit crew improvised to manipulate the plane's speed and direction by varying the engines' throttle settings.
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In the remaining part of these cylindrical containers were kerosene tanks, as in wings and the fuselage. The containers were externally provided with a guide plate as a continuation of the wing. Each wing has a rudder that functions as a rudder and aileron. In order to facilitate the vertical landing, the entire Ejection seat as well as the Thrust lever and the Side-stick were pivotally mounted in the cockpit in such a way that the ratio of the ejection seat to these control elements remained unchanged regardless of the pivoting position.
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Its outer parts carried washout and had unusual short but broad chord ailerons which widened to full chord close to the tip. Each aileron was operated independently with its own lever. The wing was held low over the fuselage by a steel tube cabane and braced centrally with outward-leaning splayed N-struts from the fuselage lower longerons to the wing spars on each side. Its rectangular section, plywood-covered fuselage included an open cockpit under the wing and had an unusual profile, like a cambered airfoil with a strongly arched underside.
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In some large aircraft, the servo tab is the only control that is connected to the pilot's stick or wheel, as in the Bristol Britannia and its Canadian derivatives. The pilot moves the wheel, which moves the servo tab; the servo tab with its mechanical advantage moves the elevator or aileron, which is otherwise free- floating. With the "geared spring tab" variant, a pilot is able "to maneuver a vehicle weighing as much as 300,000 pounds flying at an airspeed of 300 miles per hour or more".W.H. Phillips, A Career at NASA Langley Research Center.
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It is possible that the difference could have been less marked had the pilot made the effort to make a tighter turn. The cockpit was judged to be well laid out; controls were well harmonised and light; flying characteristics were rated as excellent and no trimming was required; initial acceleration was good in dive and climbs; and the aileron control enabled a rapid roll from one direction to the other. Limitations were; the rough running of the aircraft was disliked and can cause a lack of confidence in the engine. This was unpleasant when flying over water or hostile areas.
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In this variant the player can move freely within the confines of a large arena to engage in combat. In Corridor Mode, the player's vehicle can be maneuvered around the screen to dodge obstacles and shoot incoming enemies with laser cannons, and can also perform a somersault to get behind enemies or dodge projectiles. The Arwing is also capable of deflecting enemy fire while performing a spinning maneuver called a "barrel roll" (actually an aileron roll in real-life aviation terms). The Arwing and Landmaster can charge up their laser cannons to unleash a powerful lock-on laser.
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On his return journey, the Heinkel He 70 Blitz that he was flying had not been properly examined during preflight checks, and the aileron gust locks were not removed. The aircraft was airborne when the wing dipped, and the Heinkel stalled and went into a horizontal cartwheel (akin to a ground loop, but at low altitude). It crashed and exploded in flames, killing Wever and his flight engineer. That same day, the RLM issued the Bomber A heavy bomber specification and design competition for what would become the Luftwaffe's only wartime heavy bomber in production and frontline service, the Heinkel He 177.
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Yakovlev took responsibility for the accident, stating that an error had been made in calculating the strength of the aileron hinge. The commission investigating the accident, which refused to listen to any evidence from Yakovlev, concluded that Yakovlev should be prohibited from carrying out design work and should not receive an award for which he had been recommended. He and his team were sacked from OKB-39. Yakovlev eventually used his connections in the Communist Party to gain permission to restart aircraft design work, setting up what became the Yakovlev OKB in a derelict Moscow bed factory in 1934.
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The racer of Mickl, however, employs an inverted wing, located directly on top of the rear wheel axles and in the "clean" air inflow stream in order to produce downforce and to translate it directly to tire traction at high speeds. The inverted wing was even equipped with a large aileron, such that the driver could adjust the generated downforce in such a way that the vehicle could achieve high traction during the acceleration phase and low drag (i.e. low downforce) during the high-speed phase of the race. A further invention was presented with the implementation of an airbrake option.
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Lack of wing stiffness also resulted in aileron reversal which was discovered and fixed. Construction and tests of additional prototypes "SI-2" and experimental series aircraft "SI-02" and "SI-01" in 1951, were generally successful. On 1 September 1951, the aircraft was accepted for production, and formally given its own MiG-17 designation after so many changes from the original MiG-15. It was estimated that with the same engine as the MiG-15's, the MiG-17's maximum speed is higher by 40–50 km/h, and the fighter has greater manoeuvrability at high altitude.
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At , the right aileron was shot off and the plane began turning right on its own initiative. The captain then countered the increasing turn by shutting down the engines 1 and 2 and applying full power on engine 3. Approximately 2 minutes after the initial attack, unable to carry on a controlled levelled flight, Blown decided to ditch the Skymaster in rough open seas that included 15-foot waves and a 25-knot wind. The starboard wingtip was the first to make impact with the water, severing the right wing between the number 3 and 4 engines.
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On December 1, 1931 Lowell Bayles attempted the speed record again and made four passes at an average of , but did not surpass the old record by the required . On December 5, Bayles tried again, diving into the course from and leveling off at as rules allowed. Travelling over , from the ground, the Model Z suddenly pitched up, the right wing folded beyond the flying wire attachment point, most likely due to aileron flutter stressing the wing spar and causing it to fail. The plane crashed alongside a railroad track in a huge ball of flame and smoke.
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The D.Va also reverted to the D.III aileron cable linkage, running outwards through the lower wing, then upwards to the ailerons to provide a more positive control response. The wings of the D.III and D.Va were interchangeable. To further strengthen the wing, the D.Va added a small diagonal brace connecting the forward interplane strut to the leading edge of the lower wing; the brace was also retrofitted to some D.Vs. Albatros D.Va (serial D.5629/17) placed orders for 262 D.Va aircraft in August 1917, followed by orders for another 250 in September and 550 in October.
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Ju 86 cutaway diagram The only complete Junkers Ju 86 remaining (1976) The design featured the distinctive Junkers doppelflügel control surfaces on the wing, similar to those on the Junkers Ju 52. These were hinged below the wing's trailing edge, with the outboard section on each side functioning as an aileron, and the inner section functioning as a wing flap. The bomber aircraft had a crew of four; a pilot, navigator, radio operator/bombardier and gunner. Defensive armament consisted of three machine guns, situated at the nose; at a dorsal position; and within a retractable ventral position.
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One of the Pucaras was attacked by the first two Sea Harriers but evaded, and Ward made a passing cannon attack on Major Carlos Tomba's aircraft and damaged the port aileron. After slowing down and turning behind the Pucara, Ward hit the starboard engine, and in a third run he hit the canopy and upper fuselage. Tomba ejected from the Pucara at low-level before the aircraft crashed north-west of Drone Hill, Tomba was unhurt and walked back to Goose Green. Later the same day Ward, in Sea Harrier ZA175, and another aircraft were carrying out a low-level combat air patrol.
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Shown for the first time at the Society of British Aircraft Constructors (SBAC) Show in 1952, the Fairey VTO Project was used to test the basic configuration of future research craft. Each wing had a large aileron and the vertical fin carried a large rudder. The V.T.O. obtained thrust from each Beta nozzle and, for launching, used two solid-fuel boosters of each, bringing the total thrust up to —obviously more than the total weight. The Beta I rocket had two jets, one of which could be swivelled laterally and the other vertically, according to signals from an autopilot.
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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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Turning is generally accomplished by rolling the plane left or right and applying the correct amount of up-elevator ("back pressure"). A three channel RC plane will typically have an elevator and a throttle control, and either an aileron or rudder control but not both. If the plane has ailerons, rolling the wings left or right is accomplished directly by them. If the plane has a rudder instead, it will be designed with a greater amount of Dihedral Effect, which is the tendency for the airplane to roll in response to sideslip angle created by the rudder deflection.
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The inboard sections mate at the fuselage and the outer wing sections mate with the inboard sections approximately 12.6 feet outboard of the fuselage root chord. The wing shells are a carbon fiber/foam core sandwich construction with one main spar constructed of a glass fiber/foam core shear web and carbon fiber spar flanges. A single-vane flap spans the entire inboard wing section. Three sections of ailerons (that is, inboard, center, and outboard) span the outboard wing section with a fourth aileron, used to minimize the effects of adverse yaw, attached to the wing tip.
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A solid silver sculpted trophy, and $25,000 in cash, would be awarded to whoever made the first public flight of over 1 kilometer (3,280 ft). Glenn Curtiss had a hobby of collecting trophies, and he and the Aerial Experiment Association built the June Bug with hopes of winning the Scientific American Cup. Aerodrome #3 included the previously used aileron steering system, but a shoulder yoke made it possible for the pilot to steer by leaning from side to side. The varnish that sealed the wing fabric cracked in the heat, and so a mixture of turpentine, paraffin, and gasoline was used.
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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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The USAF Heritage Flight formation will normally consist of two or more aircraft representing the different eras of operations, making three passes past the spectators. There will be one pass each from the right and left and then a final pass from behind the crowd with the aircraft performing a separation maneuver to create separation between the aircraft followed a few seconds later by a single simultaneous aileron roll by all the aircraft in the flight. During the flypasts there is a musical accompaniment played through the public address system. The music that is normally played is "We Remember" by Dwayne O'Brian.
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The Shark, which was formally announced at AERO Friedrichshafen in April 2007, was designed to fit into both European UL and US LSA categories. Structurally it is a mixture of glass- and carbon-fibre composites (whilst fibreglass is utilised to a very limited extent), with PVC foam filled aramid honeycomb structures sandwiched between panels. The wing main spar is a dismountable two piece carbon fibre beam which joins under the front seat; an auxiliary spar carries the aileron and flap mountings. In plan the leading edge is elliptical and there is slight taper on the outer trailing edge where the ailerons are mounted.
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The right engine began delivering forward thrust but the left engine was still in reverse thrust. The aircraft entered a roll to the left with rapidly decreasing altitude and struck the ground at a pitch angle of 0 degrees 250 meters left of the approach path in a snow-covered field. Because the landing gear was retracted the lower fuselage then left propeller contacted the ground before and aircraft gained altitude and became airborne again, the left propeller vibrating severely. The airliner covered 140 meters then struck a telephone pole severing 3 meters of the right wing along with part of its aileron.
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Lancelot finally loses sight of Darien as he crosses Daniloth in the form of a white owl. Meanwhile, the Dalrei, the lios alfar, and the men of Brennin and Cathal are gathering on the plain to face Maugrim's army. Jaelle's view of men as lesser beings has been challenged by Kevin's unflinching sacrifice and she and Paul/Pwyll begin to tentatively shape a friendship. As they talk on the shore below Lisen's Tower, a ghostly ship appears to take all of them to Andarien in time to meet Aileron and the rest of the host of the Light.
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The Br 905 competed in the 1958 World Gliding Championship at Leźno in Poland as was intended, though it failed to repeat the success of the earlier Bréguet, coming in 9th out of 24 in the Standard Class. It was piloted by Camille Lebar. The Fauvette was well received by those who flew it, reporting light controls, good aileron response and general good behaviour. Bréguet set up a batch production line for fifty aircraft, all of which had been delivered to customers in several European countries and in North America by the end of January 1961.
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Boeing_747-8. Top left: All surfaces at neutral position; Top middle: Right aileron is lowered; Top right: spoilers raised during flight; Middle row: Fowler flaps extended (left), extended more (middle), hinged with inboard slotted part hinged even more (right); Bottom row: spoilers raised during landing On low drag aircraft such as sailplanes, spoilers are used to disrupt airflow over the wing and greatly reduce lift. This allows a glider pilot to lose altitude without gaining excessive airspeed. Spoilers are sometimes called "lift dumpers". Spoilers that can be used asymmetrically are called spoilerons and can affect an aircraft's roll.
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The Bekas series was an attempt by Kasper to create an experimental tailless glider with a higher glide ratio, better ground handling and rigging, using a flexible wing to study the effects of wing flexing on stability and controllability in flight. The Bekas is built from wood and covered in plywood. The wing uses a NACA 8-H-12 airfoil and has greater span and higher aspect ratio than the BKB-1 to achieve its goals. The wing features outboard trailing edge control surfaces that act both as elevator for pitch control and aileron for roll control.
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The pilot of '458' then performed an aileron roll, a flight maneuver that rolled the aircraft 360° in order to allow the pilot to observe any air traffic above or below the aircraft. Lt. Schiess, the Radar Intercept Officer, was operating the fighter's radar, which was unable to detect any aircraft due to its deteriorated condition. Because of the stowed position of the scope, he had been leaning forward and looking downward at the instrument. Between three and ten seconds prior to the collision, he glanced up, suddenly observed the DC-9 in his peripheral vision and shouted a warning to the pilot.
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The Air Indiana Flight 216 crash occurred on December 13, 1977, at 19:22 CST, when a Douglas DC-3, registration N51071 carrying the University of Evansville basketball team, crashed on takeoff at the Evansville Regional Airport in Evansville, Indiana. The aircraft lost control and crashed shortly after lift- off. The plane was on its way to Nashville International Airport, taking the team to play the Middle Tennessee Blue Raiders. The National Transportation Safety Board blamed the crash on the pilot's failure to remove gust locks on the right aileron and the rudder before takeoff, as well as an overloaded baggage compartment.
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In comparative tests with a Mk IX it was faster at sea level, but above it had become slower. Handling, however, was considered to be better than previous Spitfire marks, and the clipped wings conferred excellent manoeuvrability through enhanced aileron response.Price 1999, pp. 186–192. At low altitude it was one of the fastest aircraft in the world; in one speed trial, held at Farnborough in July 1942 DP485 (now referred to as the Mk XII) piloted by Jeffrey Quill raced ahead of a Hawker Typhoon and a captured Focke-Wulf Fw 190, to the amazement of the dignitaries present.
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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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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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USAir submitted to the NTSB that pilots should receive training with regard to a plane's crossover speed and recovery from full rudder deflection. As a result, pilots were warned of and trained how to deal with insufficient aileron authority at an airspeed at or less than , formerly the usual approach speed for a Boeing 737. Boeing maintained that the most likely cause of the crash was that the co-pilot inadvertently deflected the rudder hard-over in the wrong direction while in a panic and for unknown reasons maintained this input until impact with the ground.
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The Vautour was designed by Georges Abrial of the Institut Aérotechnique de Saint-Cyr and built by Louis Peyret. Each wing, joined to a centre-section on top of the fuselage with light dihedral, had a rectangular plan apart from an angled tip and carried a broad chord aileron which filled about 60% of the span. They were of mixed construction with two rectangular section dural spars and plywood ribs. Each wing was braced with a pair of parallel struts, dural tubes enclosed in streamlined, wooden fairings, between the lower fuselage longerons and the wing spars just inside the ailerons.
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In 1956, Vickers had performed a series of low level tests in WZ383 to assess the type for low level flight at high speed. Several modifications to the aircraft were made, including a metal radome, debris guards on the two inboard engines, and after six flights the aileron and elevator artificial feel was reduced by 50%. Pilots reported problems with cabin heating and condensation that would need remedying. The aircraft was fitted with data recording equipment and these data were used by Vickers to estimate the remaining safe life of the type under these flying conditions.
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A low-wing monoplane design primarily constructed of aluminum alloys, the JL-8 / K-8 airframe structure is designed for an 8,000 flight hour service life. The landing gear is of tricycle configuration, with hydraulically operated wheel brakes and nose-wheel steering. The flight control system operates a set of conventional flight control surfaces with a rigid push-rod transmission system, which itself is electrically or hydraulically operated. The aileron control system, of irreversible servo-control type, is composed of a hydraulic booster, an artificial-feel device, a feel trim actuator and a rigid push-rod transmission mechanism.
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Originally known as the S-37, Sukhoi redesignated its advanced test aircraft as the Su-47 in 2002. Officially nicknamed Berkut () (the Russian name for the golden eagle), the Su-47 was originally built as Russia's principal testbed for composite materials and sophisticated fly-by-wire control systems. TsAGI has long been aware of the advantages of forward-swept wings, with research including the development of the Tsibin LL and study of the captured Junkers Ju 287 in the 1940s. At high angles of attack, the wing tips remain unstalled allowing the aircraft to retain aileron control.
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The forward fuselage broke off, the plane pancaked and skidded, then launched into the air and slammed nose-first into the ground, falling over on its back and exploding into a ball of flame. The accident took less than two minutes from the beginning of takeoff until the final crash. Investigators with the Civil Aeronautics Board determined that the cable physically connecting the first officer's control wheel to the aileron boost unit had disconnected. This had caused the ailerons to put the aircraft in a starboard-wing-down attitude, and had prevented the pilots from being able to correct the bank.
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The benefits of this latter mounting were that they could act as flaps as well as ailerons, drooping when the flaps were lowered; and that, mounted in the lower wing airstream they produced less adverse yaw than a conventional aileron. The overall effect was rather like the Junkers "second wing", familiar from the Ju-52. The Merchantman's extra power came from both the number and choice of engines: it had four 250 hp (187 kW) de Havilland Gipsy Queen inverted inline motors. These were mounted in long cowlings on the underside of the wing, with fuel tanks behind the engine firewall.
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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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In service, the RAF managed to solve those problems, but Free French aircraft that did not have these problems remedied were grounded, being declared uneconomical and unreliable to operate. The aircraft was described as being stable in flight and in a dive, with heavy elevator and rudder control, but with light aileron control. Forward visibility was considered poor due to the large radial engine. There were a number of fatal accidents with the Vengeance due to improper dive procedures, as well as a center of gravity problem when the aircraft was flown with the rear cockpit canopy open, but without a rear gunner.
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Heffernan was born at the sacred site of Werlatye Atherre, just north of the Alice Springs Telegraph Station, and is part of the Caterpillar Dreaming. Heffernan is also part of the Water Dreaming as she was conceived at another sacred site, Apmere Yetwernte, near Aileron. Growing up Heffernan was always told that her birthday was 1 April 1943, but this date was invented when she first came in to contact with white institutions; later records show it being recorded as 1944. The Heffernan family travelled a lot around Central Australia in Margaret's early childhood for family and ceremony and also for work.
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In January 2010 the company announced that customer deliveries of production 162s would be delayed by six to ten months. The company indicated that most of the delay was due to modifications required to aircraft produced by Shenyang Aircraft as a result of further spin testing and the earlier crashes of the prototypes. The first production aircraft were delivered from China, assembled by Cessna contractor Yingling Aviation and then modified by adding the ventral fin and decreasing the elevator and aileron travel. In February 2012, the assembly of the plane was moved to Cessna's Independence, Kansas factory, ending Yingling's participation.
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Besides Boulton's invention of a primary flight control, the aileron, the family name may also be associated with the well known British firm that provided wartime aircraft production as Boulton Paul Aircraft. Boulton Paul Aircraft Ltd was a British aircraft manufacturer that was created in 1934, although its start in aircraft manufacturing began earlier in 1914, and lasted until 1961. The company mainly built and modified aircraft under contract to other manufacturers, but had a few notable designs of its own, such as the Boulton Paul Defiant. The company's origins date back to a Norwich ironmonger's shop founded in 1797.
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Lufthansa's 21st-century airworthy heritage Ju 52/3mg2e (Wk-Nr 5489) in flight, showing the Doppelflügel, "double wing" trailing-edge control surfaces The Ju 52 had a low cantilever wing, the midsection of which was built into the fuselage, forming its underside.Grey and Bridgman 1972, . It was formed around four pairs of circular cross-section duralumin spars with a corrugated surface that provided torsional stiffening. A narrow control surface, with its outer section functioning as the aileron, and the inner section functioning as a flap, ran along the whole trailing edge of each wing panel, well separated from it.
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The trailing edge carried deep chord control surfaces, two per side: the outer pair were used differentially like ailerons and the inner ones as flaps. This wing was mounted on the fuselage of a Farman F.402, retaining the empennage, undercarriage and the 110 hp (82 kW) Lorraine 5-cylinder radial engine. As on the F.402, the wing was placed on top of the cabin with two square windows in the roof for upward visibility. The control system enabled the pilot to switch between conventional (aileron, elevator, rudder) control and that provided by the trailing edge surfaces.
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The new wing was also fitted with a trailing edge root extension and a 1 ft (0.305 m) increase in aileron length and this version of the Dart became known as the Dart 17. The first Dart 17 used an undercarriage with a less extended wheel, fitted in a fairing but almost allList of Darts later ones were fitted with a retracting undercarriage.Flight 27 May 1965 p.839-41 The later Dart 15s used a similar metal and wood spar and had the root fillet, producing a net weight saving of 45 lb (21 kg) and a corresponding improvement in sink rate.
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In the months following his death, Cirrus continued on to redesign the aileron in order to prevent the problem that killed Anderson, and sold their first SR20 in July 1999. The SR20's successor, the Cirrus SR22, became the world's best-selling general aviation airplane in 2003 and has held the title every year since, with a combined overall production of more than 7,000 examples from 1999–2018. As of December 18, 2018, there have been 98 CAPS deployments saving 170 lives. The Scott D. Anderson Leadership Foundation (SALF) was established in late 1999 and is a fund of the Duluth Superior Area Community Foundation.
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To fold the wings a short section of the centre section trailing edge was folded back to make room for the part of the upper wing aft of its hinge and the lower, outer, normally concealed part of the cabane/interplane strut swung out of its slot in the fuselage. The rear part of the lower wing cleared the fuselage underside. The aileron cables ran within the wing and did not need to be disconnected for folding thanks to wires that prevented them slackening. The C.68 was powered by a Anzani 6-cylinder two row radial engine, mounted without a cowling and driving a two blade propeller.
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If the player fails a mission several times in a row, the game offers an option to skip to the next stage. Piloting the Delta Saber, the player engages distant enemies with missiles amidst a sea of colorful contrails Players control the Delta Saber from a view as if they were in the cockpit, or a slight distance away from and outside the craft. The controller's thumbstick is used to fly the starfighter in any direction. By pressing the maneuver button and pushing the thumbstick in a direction, the player makes his or her fighter perform aileron rolls and 180-degrees turns (half-loops).
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It was snowing and the airfield at Croydon was covered in dark snow clouds when at 11:40 the Spencer Airways Dakota attempted to depart bound for Salisbury in Rhodesia. The C-47A had just lifted from the runway at Croydon when the starboard wing dropped, then the aircraft turned to the left and the port wing dropped. The pilot was seen to apply full starboard aileron but the bank angle increased to 40 degrees with the port wing tip only a few feet from the ground. As the aircraft reached the perimeter track of the airfield, the aircraft levelled and then swung to the right.
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The upper ends of the bracing struts were attached to the underside of the spars at about 40% span and to the upper fuselage, at a position directly beneath the forward spar. There was only one bracing wire on each side, running from the top of the forward wing strut to the centre of the upper fuselage just aft of the trailing edge. The fabric covered wing was rectangular in plan apart from the aileron tips, which were obliquely cropped. It was mounted above the fuselage on a trapezoidal frame formed from three struts in a distorted, inverted N shaped arrangement, the rear member sloping shallowly aft.
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The Wright patent included the use of hinged rather than warped surfaces for the forward elevator and rear rudder. Other features that made the Flyer a success were highly efficient wings and propellers, which resulted from the Wrights' exacting wind tunnel tests and made the most of the marginal power delivered by their early "homebuilt" engines; slow flying speeds (and hence survivable accidents); and an incremental test/development approach. The future of aircraft design, however, lay with rigid wings, ailerons and rear control surfaces. A British patent of 1868 for aileron technology had apparently been completely forgotten by the time the 20th century dawned.
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Rather, Toulmin patented airplane (flying-machine) wing edges (lateral marginal portions) that normally are flat but may move up and down in a direction that is different from the airplane's line of flight and may be moved to different angles. Although the patent particularly addressed a solid wing with a portion of the wing (the marginal portions) being flexed (warped) to provide lift, the patent claim was not so limiting.Toulmin's patent covered plane motion. In particular, Toulmin's genius as a patent attorney predicated and helped the Wright Brothers patent slats, the spoiler, the aileron, the flaps, the elevator, and the Rudder for an airplane (see picture above).
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Again like the Zögling, on the wire braced Allievo Pavullo two forward cross members continued above the wing to form a triangular cabane, faired in on the Teichfuss development, to which some wires were attached. This was dispensed with on the strutted variant, which also had an extra frame strut towards the rear and normal to the lower girder. The wing was very similar in plan to that of the Zögling, rectangular apart from clipped aileron tips, though it had a greater span. It was built around two double-T-section spars with diagonal rib reinforcements and mounted on top of the upper girder without dihedral.
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Other problems included vibrations of the rear fuselage with the rear engine throttled back and the front engine at maximum power, the twin mainwheels proved troublesome as well as unreliable radio and very poor performance from the radar. To help cure the problems the starboard wing incidence was increased by 1° 30', and the twin mainwheels were replaced by single wheel units. Spill doors were fitted to the rear fuselage, arranged to open automatically when the rear engine was throttled back. The flaps and wings were stiffened, and separate aileron hydraulic actuators were installed in the wings rather than a single actuator behind the cockpit seats.
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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 aircraft created a deep cone-shaped crater at impact, destroying much of the airframe. The flight data recorder was damaged beyond recovery of any data but the Air Accident Investigation Commission were able to determine that the engines were set to idle power, the flaps, spoilers and landing gear were all in the retracted position and that rudder trim was full right with the left aileron trim full up. Weather along the flight route was calm and ruled out as a possible cause. Investigators looked into the possibility that the aircraft collided in flight with an unmanned military vehicle or a weather balloon but no evidence surfaced.
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The torsional instability and tip stalling characteristics of conventional swept wings were recognised at the time, together with their tendency to aileron-reversal and flutter at high speed. It was to prevent these effects that the aero-isoclinic wing was designed. The SB.1 glider was designed to be an inexpensive, simple machine, constructed primarily of spruce with reinforced sections using light alloy steel. The all-important wing controls had "elevons" pivoted on long, tapered light-alloy tubes extending from the leading edge of the tip, just inside the fixed part of the wing (illustrated by photographs in the Short SB.4 Sherpa article).
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These missions were much more dangerous than the high-altitude missions. At high speed and low altitude there was little time to aim the oblique camera: a tiny black + on the side of the canopy was lined up with a small black stripe painted on the aileron and, as the aircraft flew by the target, the pilot had to estimate when to start taking photographs. The only way to successfully take pictures and survive was to take the defences by surprise. Failing that the pilot was supposed to give up and fly home, and he was not allowed to fly over the same target again that day, or the next.
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Both crashes were traced to a malfunction in the planes' rudder controls. Aeroperú Flight 603 On October 2, 1996 a Boeing 757-23A impacted the ocean killing all 61 passengers and 9 crew on board. It was found that the adhesive tape had been accidentally left on the static ports by the maintenance personal after servicing the aircraft. This led to their air data computers being unable to report the correct airspeed and altitude. American Eagle Flight 4184: A flight from Indianapolis to Chicago using an ATR-72, was preparing for landing when the right aileron suddenly moved upward, causing the right wing to drop abruptly.
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A forward slip is used whenever the aircraft is too high on approach, and there needs to be a rapid reduction of altitude without a gain of airspeed in order to conduct a safe landing. The following Techniques are recommended by Airbus for a crosswind landing: Crabbed Approach Airplane approaches the runway with airplane's nose into the wind. During flare, the rudder is used to align the nose with the runway centerline and opposite aileron is used to create sideslip to prevent the airplane drifting away from the centerline. This is a mix of crab and sideslip and it is a recommendation from Airbus.
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In this case, the company took advantage of the large number of war-surplus Wolseley Viper engines left over from Royal Aircraft Factory S.E.5a production. In 1921, one of these was married to a standard 504K airframe for evaluation under the designation Avro 551. Trials proved encouraging, but an extra fuel tank was installed in the upper wing as a result of the Viper's higher rate of fuel consumption, and changes were also made to the aileron design. This configuration went into production as the 552, with the Argentine Navy purchasing 12 examples of a float-equipped version, the 552A,Avro 552 which served as trainers until 1927.
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Initial testing revealed that the takeoff run was excessively long. To solve this problem, the nose elevator size was increased and the aileron up trim was interconnected with the flaps so that it operated when the flaps were lowered. On 15 November 1943, test pilot Harvey Gray, flying the first XP-55 (S/N 42-78845), was testing the aircraft's stall performance at altitude when the XP-55 suddenly flipped over on its back and fell in an uncontrolled, inverted descent. The pilot was unable to right the airplane, and it fell out of control for before Gray was able to parachute to safety.
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The story of the game begins when country-boy- turned-adventurer Stahn Aileron, who seeks fame and adventure, sneaks aboard the flying ship Draconis as a stowaway. He is found out by the crew and forced to work as a deckhand, but when a large hostile force attacks the ship, the crew is overwhelmed and Stahn breaks free during the ensuing chaos. Looking for a usable weapon to fend off the attackers, he gains access to a storeroom and discovers a "junk" sword. However, the sword starts talking to him, calling itself Dymlos and claiming to be a sentient Swordian from the Aeth'er Wars.
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The blast blew a hole in the floor and the cabin's rapid expansion severed several control cables in the ceiling, cutting off control of the plane's right aileron, as well as both the pilot and first officer's steering controls. Usually, 26K, the seat that Yousef chose to plant the bomb, would be positioned directly over the centre fuel tank, and the detonation of the bomb would have caused a crippling explosion, but on this particular airframe, a former Scandinavian Airlines aircraft, the seat was two rows forward from normal. The flight crew kept control of the Boeing 747-200 and brought it into an emergency landing at Okinawa's Naha Airport.
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Airspeed and altitude data were lost, the aircraft depressurized, and an antenna became wrapped around the tailplane. The J-8's tail fin struck the EP-3's left aileron, forcing it fully upright, and causing the U.S. aircraft to roll to the left at three to four times its normal maximum rate. Shenyang J-8 81192, the aircraft that collided with the EP-3E The impact sent the EP-3 into a 30° dive at a bank angle of 130°, almost inverted. It dropped in 30 seconds, and fell another before the pilot, Lt. Shane Osborn, got the EP-3's wings level and the nose up.
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He also spent time in Madrid, Spain helping the Spanish Air Force flight test the CASA C-101 and flew the aircraft in the Farnborough International Airshow in July of 1978. Thomas was involved in an ejection over Mt. Whitney on November 4, 1965. His aircraft, an F-5A, went into an irrecoverable spin, as one aileron locked in full up position, due to FOD (foreign object damage) and he was forced to eject. On impact, his helmet was cracked and he was knocked unconscious; upon revival, his automatic parachute was opened and the plane had crashed below him in a ball of fire on the northeast side of Mt. Whitney.
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Slow rolls being performed by the Blue Angels while in formation. The slow roll appears similar to the aileron roll, except the roll rate is typically slower, and both the aircraft attitude and altitude are held consistent throughout the maneuver. The slow roll produces a constantly shifting load of one g-force on both the pilot and the aircraft, from one g positive in the upright position to one g negative in the inverted, caused by gravity. At the midpoint of the roll, the pilot will be hanging upside-down by the seatbelt, and any loose debris in the cockpit will fall to the canopy or out of the plane.
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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 self-centering stick is relatively sensitive during flight, flying pilots had to be aware of this during landing to ensure that the tail is not raised too high for the propeller arc; however, it could be readily trimmed for hands-off flight. Recovery from a spin was achieved by a combination of pushing forwards on the stick and applying full rudder, while a spin could be deliberately induced by pulling hard back on the stick and applying opposite force using the rudders. The ailerons are used to perform various manoeuvres; a full roll can be performed in four seconds via full aileron deflection.Flight International 1951, pp. 354-355.
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Nonetheless, it has an efficient laminar flow wing, and, though its thermalling is limited with two aboard by a high wing loading, it flies well cross-country as a single-seater. The flying surfaces of the Urendo are almost entirely wooden, apart from fabric-covered rear control surfaces and fibre-glass aileron nose-caps. Its high set wing, mounted with 3.50° of dihedral, is built around a single spar and plywood-skinned. In plan the wing is straight-edged, with an inner panel of constant chord and 4.50° of forward sweep at quarter chord, and outer, tapered panels with forward sweep of 3°, terminating in small, streamlined bodies known as salmons.
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In addition the tail needed to be raised before becoming airborne, as 'it was possible to take off in an attitude from which it was both impossible to recover and in which there was no aileron control'. The final comment from this experienced pilot was 'it is hard to imagine how, even in wartime, such an aircraft could have been accepted from the factory, let alone given valuable cargo space across the Atlantic'.Curtis, Page 227. The first batch for the RN was to have a centreline bomb rack and arrestor gear. Later versions, known as the Seamew Mk.I, were the SO3-2C variant.
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Each wing was braced from a single point on the lower fuselage pod longeron to nose and rear spars at about 40% span by a faired V-strut. There were a pair of sturdy, faired, vertical struts between the upper pod and the wing centre. The pod was flat sided, with angled upper and lower surfaces and on the Storch IV projected back almost to a line between the aileron trailing edges to provide some yaw stability. On the Storch V this provided a place to mount a small DKW air- cooled two-stroke engine in pusher configuration with its output shaft just lower than the wing.
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Another manifestation of the problem occurs when the amount of airflow over the wing becomes so great that the force generated by the ailerons is enough to twist the wing itself, due to insufficient torsional stiffness of the wing structure. For instance when the aileron is deflected upwards in order to make that wing move down, the wing twists in the opposite direction. The net result is that the airflow is directed down instead of up and the wing moves upward, opposite of what was expected. This form of control reversal is often lumped in with a number of "high speed" effects as compressibility.
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Fuel was stored in leading-edge tanks. The wing was fixed to the fuselage at three points. There was a pivot at the centre of a pair of turntable rings, one on the fuselage, and one on the wing underside and just under 3 ft (890 mm) in diameter, plus two L-shaped locking bolts. Before the wings could be rotated, the flat-topped decking on the rear fuselage had to be swung out on hinges to hang down along the fuselage sides, then with these bolts removed, the wing could be swung through almost 90° so that one trailing edge, with its aileron raised vertically, lay close to the fin.
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Here it was fitted with the race engine, but since it was obviously slower than the other aircraft entered, it was intended to use it solely as a practice aircraft. On 11 September Schofield took off in the aircraft: since the aircraft with full fuel load was heavy on takeoff, he held the aircraft close to the water to build up speed. It is probable that the aircraft encountered a thermal caused by the hot weather, for suddenly the right wing lifted. Schofield attempted to correct this, but the control wires to the ailerons had been crossed during reassembly, so that the aileron movement was reversed.
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The B-25 engine cowling assembly The Mitchell was an exceptionally sturdy aircraft that could withstand tremendous punishment. One B-25C of the 321st Bomb Group was nicknamed "Patches" because its crew chief painted all the aircraft's flak hole patches with the bright yellow zinc chromate primer. By the end of the war, this aircraft had completed over 300 missions, had been belly-landed six times, and had over 400 patched holes. The airframe of "Patches" was so distorted from battle damage that straight-and-level flight required 8° of left aileron trim and 6° of right rudder, causing the aircraft to "crab" sideways across the sky.
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U-383 served with the 8th U-boat Flotilla for training, and then operationally with the 9th flotilla from 1 October 1942 to 1 August 1943. She completed four patrols in that time, sinking only one ship, the Icelandic trawler Jon Olafsson on 24 October 1942, during her first patrol. On the evening of 1 August 1943 U-383 was attacked west of Brittany, at position , by a Short Sunderland of No. 228 Squadron RAF. Responding with flak, the U-boat holed the fuselage and shot away the starboard float and aileron of the aircraft, which pressed home its attack and straddled the U-boat with depth charges before heading back to base.
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The idea for CAPS came in 1985 from Cirrus’ founders, brothers Alan and Dale Klapmeier, after Alan survived a mid-air collision where his plane lost more than three feet of wing including half the aileron; the pilot in the other aircraft spiraled into the ground and was killed. From this experience, the Klapmeier brothers decided to implement a device on their Cirrus models that would give the pilot and passengers a way out in the worst-case scenario. These efforts contributed to their later induction into the National Aviation Hall of Fame. The Cirrus engineering & design team, led by Paul Johnston, started developing CAPS on the SR20 in Duluth, Minnesota during the mid-1990s.
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Henry J. Damm, out of McCook Field, Dayton, Ohio, takes off at maximum weight, stalls before clearing "the small maple trees that bordered the field and crashed to the ground before the eyes of horrified witnesses. Maj. Brindley died instantly, and Lt. Col. Damm passed away on the trip to the hospital." The cause was found to be a spark plug that "had jammed itself between the wing's trailing edge and aileron, making it impossible for Brindley to control the craft."Rosenberg, Barry, and Macaulay, Catherine, "Mavericks of the Sky: The First Daring Pilots of the U.S. Air Mail", William Morrow – An Imprint of HarperCollins Publishers, New York, New York, 2006, Library of Congress Number 2005056143, , pages 1-2.
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During the second test flight Nitschke revealed there was insufficient longitudinal stability during climb and flight at full power and the aileron controls required an unsatisfactory amount of force. By the end of 1935, prototypes V2 and V4 had been produced under civilian registrations D-ALIX, D-ALES and D-AHAO. D-ALES became the first prototype of the He 111 A-1 on 10 January 1936 and received recognition as the "fastest passenger aircraft in the world", as its speed exceeded 402 km/h (250 mph). The design would have achieved a greater total speed had the 1,000 hp DB 600 inverted-V12 engine that powered the Messerschmitt Bf 109s tenth through thirteenth prototypes been available.
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Such aircraft began to appear from 1950 onwards and showed striking improvements in performance. The HKS-1 was a tandem two seat sailplane first flown in 1953, designed to be fast but also to fly slowly for soaring in thermals. Its designers chose a 14% maximum thickness-to-chord ratio NACA airfoil, capable of maintaining laminar flow over the front 50% of the wing at lift coefficients between 0.5 and 0.9. They noted that the first of the laminar designs, the Ross-Johnson RJ-5, only achieved its potential after its flaps and spoilers were removed and the underside aileron hinge gaps carefully sealed, so decided to remove all hinged control surfaces and replaced them by wing warping.
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There were no other limits on using the flaps for lift increase (although the lack of aileron linking meant that the flaps were not as effective as they might have been). A later concession would bring difficulties in that the demarcation line between airbrake/landing flaps and performance enhancing flaps is vague. The reluctance within the IGC to allow the later in the Standard Class led to an unsuccessful attempt to codify what constitutes a landing flap. After the LS2 and the PIK-20 exploited this loophole to win the 1974 and 1976 World Championships in the Standard Class, the IGC banned all camber-changing devices from the class and created a parallel 15 metre Class to accommodate them.
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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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Viktor Nikolayevich Belyayev had an illustrious early career with TsAGI, AVIAVnito, Aeroflot, OMOS, AGOS, KOSOS and the Tupolev OKB. He also designed and built several gliders from 1920, including flying wing designs. Belalyev and V.I. Yukharin, at the Kazan Aviation Institute (KAI), designed a tandem seat single engined research aircraft to investigate the properties of Belyayev's forward swept wing with raked tips, used on the Belyayev DB-LK, particularly the resistance to structural instability and aileron reversal. The aircraft was to have had quite sharply swept forward inner wings, with the outer third swept back at a similar angle, all with ailerons, except for flaps on the inner half of the inner wings.
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A SPAD S.XIII of the American 103rd Aero Squadron - note exposed aileron bellcrank protruding from lower wing, also used for the A.2 "pulpit fighter" and S.VII. A SPAD S.XIII at Air Service Production Center No. 2, Romorantin Aerodrome, France, 1918 To facilitate its two-hour endurance, the S.XIII was furnished with an assortment of underbelly fuel tanks were held within the forward fuselage area; these were fed into the main service tank located in the center of the upper wing by an engine-driven pump.Andrews 1965, p. 8. Similar pumps were used for supplying pressurised oil and water circulation between the engine's radiator and a header tank in housed within the upper wing.
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The Badger proved to have a lateral stability problem, an adverse yaw effect caused by aileron drag, and because of this, the third machine was not accepted by the Air Board. These first three machines were designated Badger I. Despite the instability and without having received a Jupiter-powered Badger, the Air Board were sufficiently encouraged by this engine's promise to order a fourth, fully armed Badger with this powerplant. After some testing, the rudder was modified with a horn balance and larger ailerons were fitted. This aircraft was the sole Badger II and was loaned by the Air Board to Bristol for the development of the Jupiter and its cowling during 1920-1.
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The aircraft's shoulder-level wing featured a set of struts, not for support but in order to provide piping for the compressed air used in the blown flaps. The mainplanes used a two-spar construction approach, supported by a single strut and attached via pin-joints to the fuselage; both the wing and strut attachments were designed to facilitate two alternative dihedral angles (4° or 8°). Each aileron features five hinges, while cooling air was also circulated via slots in the leading and trailing edges; the flaps are of a similar construction. The two-spar tailplane was pivoted at its rear spar, while four elevator hinges were attached to the rear spar.
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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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The commission found no evidence of an in flight aircraft failure or structural break up. The right engine and other sections of the aircraft displayed damage due to fire and investigators considered that a fire in flight may have caused the accident. An examination of the victims found no smoke had been inhaled and further analysis of the crash site determined all fire damage occurred during the post crash fire so this possibility was ruled out. The investigators were able to conclude that full deflection of the rudder and left aileron trim would have significant effects on control of the aircraft at cruising speed but the chain of events leading to the accident was never determined.
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Mass balance protruding from an aileron used to suppress flutter In the period 1950–1970, AGARD developed the Manual on Aeroelasticity which details the processes used in solving and verifying aeroelastic problems along with standard examples that can be used to test numerical solutions. Aeroelasticity involves not just the external aerodynamic loads and the way they change but also the structural, damping and mass characteristics of the aircraft. Prediction involves making a mathematical model of the aircraft as a series of masses connected by springs and dampers which are tuned to represent the dynamic characteristics of the aircraft structure. The model also includes details of applied aerodynamic forces and how they vary.
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The NTSB report said that the plane might have been able to stay airborne had only one of the problems existed. As it was, the extra baggage shifted the plane's center of gravity to the back end, and the locked rudder and aileron made it impossible to control the overweight aircraft. The only member of the Purple Aces who did not die in the crash was David Furr; he was out for the season with an ankle injury and thus was not on the plane that day. But just two weeks after the crash, Furr and his younger brother Byron were killed in a car accident near Newton, Illinois, leaving the entire 1977 Evansville team dead.
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At 11:43 a.m., 4 hours after Yousef planted his bomb, the device exploded underneath Ikegami, killing him instantly and injuring an additional ten passengers in the adjacent seats in front of and behind seat 26K. The blast also blew off a two- square-foot (0.2 m²) portion of the cabin floor, which left a gaping hole leading to the cargo hold, and the cabin's rapid expansion from the explosion severed a number of control cables in the ceiling that controlled the plane's right aileron, as well as cables that connected to the steering controls of both the Captain and First Officer. The severity of the disaster was reduced by several mitigating factors.
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Alternatively, animals and aircraft which depend on maneuverability (fighters, predators and the preyed upon, and those who live amongst trees and bushes, insect catchers, etc.) need to be able to roll fast to turn, and the high moment of inertia of long narrow wings, as well as the high angular drag and quick balancing of aileron lift with wing lift at a low rotation rate, produces lower roll rates. For them, short-span, broad wings are preferred. Additionally, ground handling in aircraft is a significant problem for very high aspect ratios and flying animals may encounter similar issues. The highest aspect ratio man-made wings are aircraft propellers, in their most extreme form as helicopter rotors.
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During the Battle of the Bulge, which started on December 16, the 487th Fighter Squadron was moved forward to airfield Y-29 near Asch, Belgium. On New Year's Day 1945, Whisner was one of 12 Mustang pilots led by Meyer that had started their takeoff roll when a large formation of Fw 190s and Bf 109s hit the field. In the ensuing battle, fought at low altitude and before the 487th Fighter Squadron pilots had time to form up, Whisner shot down a Fw 190, then was hit by 20 mm fire. With his windshield and canopy covered by oil and one aileron damaged, Whisner stayed in the fight, shooting down one more Fw 190 and two Bf 109s.
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Other advancements include the linking of the port aileron to the rudder to counteract adverse rolling due to rudder deflection, and the elevator is linked to the flaps to cancel out trim changes caused by flap operations. The Belfast was equipped with a full automatic landing system, produced by Smiths Aerospace, the first aircraft in the world to be designed to feature such capability from the onset of development. The autopilot and flight control system, known as the ASR 518, was triplex in the roll and pitch channels, with duplex or emergency simplex ability. The instrument landing system comprised many functions, such as an autothrottle, a head-up display, and radio altimeter.
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A slow roll A slow roll is a roll made by an airplane, in which the plane makes a complete rotation around its roll axis while keeping the aircraft flying a straight and level flightpath. A slow roll is performed more slowly than an aileron roll; although it is not necessarily performed very slowly, it is performed slowly enough to allow the pilot to maintain balance, keeping a steady flightpath, pitch angle (nose attitude), and height (altitude) throughout the maneuver. The maneuver is performed by rolling the airplane at a controlled rate with the ailerons, and moving the elevators and rudder in opposition, or "cross-controlling," to keep the plane on a steady, level flightpath.
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A slow roll is an aerobatic maneuver in which an airplane makes a controlled roll by rotating about its longitudinal axis. It is performed by rolling the aircraft at a constant rate, while manipulating the control surfaces to maintain level flight. The maneuver consists of quickly moving the aileron input to a desired position (usually less than full) and holding it steady while constantly varying the elevator and rudder inputs, counteracting the force of gravity. Due to the difficulty of maintaining level flight while slowly rolling, the slow roll is often used as an aerobatic training-maneuver, teaching the pilot to coordinate the movements of all three surfaces (elevators, ailerons, and rudder) simultaneously.
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A single control surface on the trailing edge of each wing tip acted as combined aileron and elevator. Dunne had an advanced qualitative appreciation of the aerodynamic principles involved, even understanding how negative lift at the wing tips, combined with steep downward-angled anhedral, enhanced directional stability.J. W. Dunne; "The Theory of the Dunne Aeroplane", The Aeronautical Journal, April 1913, pp. 83-102. Serialised in Flight between 16 August 1913 and 13 September 1913, Although originally conceived as a monoplane, Dunne's initial designs for the Army were required to be biplanes, typically featuring a fuselage nacelle between the planes with rear-mounted pusher propeller and fixed endplate fins between each pair of wing tips.
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Aviation Supplies & Academics, 1997. In aircraft other than specialist STOL aircraft, full-span slots have serious drawbacks because, to take advantage of the high angle of attack at the stall, they usually necessitate long undercarriage legs that either cause high drag or are longer than can be accommodated easily inside the airframe.Kermode, A.C., Mechanics of Flight, Figures 6.6 and 6.7 Partial- span slots are usually found only on the outboard portion of the wing where they ensure airflow over that portion of the wing will remain unstalled at higher angles of attack than the inboard portions of the wing. This ensures the wing root stalls first and contributes to docile stall behaviour and maintaining aileron control throughout the stall.
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However, Dave has second thoughts in the midst of Loren's transferral process; he attempts to pull free, breaking his contact with the others, and so although the remaining four arrive safely in Brennin, Dave is nowhere to be seen. Kim, Paul, Jennifer and Kevin discover that Brennin is in the midst of a crippling drought, brought on by the High King's unwillingness to offer himself on the Summer Tree as a sacrifice to Mörnir. The kingdom has been somewhat uneasy since Ailell's eldest son, Aileron, offered to take his father's place; upon Ailell's refusal, he cursed his father and was exiled. Ysanne the Seer recognizes Kim as the successor foretold by her dreams.
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Modern fighter aircraft are not immune to the phenomenon of unrecoverable spin characteristics. Another example of a nonrecoverable spin occurred in 1963, with Chuck Yeager at the controls of the NF-104A rocket-jet hybrid: during his fourth attempt at setting an altitude record, Yeager lost control and entered a spin, then ejected and survived. On the other hand, the Cornfield Bomber was a case where the ejection of the pilot shifted the center of gravity enough to let the now-empty aircraft self- recover from a spin and land itself. In purpose-built aerobatic aircraft, spins may be intentionally flattened through the application of power and aileron within a normal spin.
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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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Other improvements in the B variant were moving from upper and lower dive brakes to only longer upper surface dive brakes, a larger stabilizer for better low-speed handling, PVC foam sandwich core for the wing (instead of balsa) to increase durability and profile accuracy, increased gross weight and higher operating speeds. The canopy is unique in that it has a catch that enables the front to be raised by 25mm (about 1 inch) in flight to provide a blast of ventilating air instead of the more conventional small sliding panel used for this purpose. The connections for airbrakes and elevator are automatic. The aileron connections are manually connected with special pins.
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On the morning after the accident an MMA apprentice found the missing elevator chock on the tarmac close to where VH-MME was positioned for an engine test run the previous afternoon. The investigators carried out a flight test on a DC-3 to determine what effect, if any, was caused by installing an aileron chock on the elevator. They found there was no effect and the presence of the chock did not prevent the pilot having full control of the elevator. Staff of the Department of Civil Aviation calculated the most likely position of the centre of gravity on the fatal flight and found it was about 3.3% of Mean Aerodynamic Chord behind the rear limit.
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The landing was made at Bournemouth Airport, England, Fossett having declared an emergency and diverting because of a generator failure at . Generator failure meant that he had about 25 minutes until his batteries were exhausted, when he would have lost all electrical power. To add to the drama, there was ice on the inside of the canopy obstructing Fossett's view, making his landing virtually blind; one tire was flat from the takeoff roll and the remaining main tire burst on touchdown due to frozen brakes; and the fuel remaining was indicated to be only . There was some relatively minor damage, such as a broken aileron hinge and a jammed intake valve, but otherwise the aircraft survived intact.
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Bright yellow debris with dangling wires was spotted several hundred miles off Cape Flattery on September 1, 1927, thought to be part of Golden Eagle. A silver-colored piece of an aileron washed ashore at Redondo Beach in late October 1927; it may have come from Dallas Spirit, based on the color. Two fishermen retrieved the collar of a kapok life jacket on September 9 near Waimanalo Beach on Makapuu Point; they stated they had seen the torso of a body in the jacket when they snagged it, but the collar broke free during retrieval. In November 1927, a skeletal leg and foot washed ashore at Eureka, California; it was never conclusively tied to the Dole flyers.
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The wings were built on two I-section spruce spars and fabric covered everywhere apart from at the leading edge, where thin aluminium was used. Differential ailerons were fitted; initially the gap between aileron and wing was filled with narrow rubber flaps, but later they were removed as they added weight and made lateral control heavy. The wings were held about 7 in (180 mm) above the fuselage, parasol fashion, by two steel lift struts on each side which ran from a common point on the lower longeron of the fuselage to the front and rear spars at mid-span. Three vertical steel cabane struts on each side joined the centre section to the upper longerons.
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The SC1 was found to perform very well in the air, its only vice being heavy aileron control. In later test flights the undercarriage was retracted (using a manual system), and the prototype was felt to be very pleasant to fly. In fact the undercarriage used on the SC1 outlasted it by many years, as the same trailing link rubber sprung units were installed on the Transavia PL-12 Airtruk agricultural aircraft. The prototype's good performance was partly due to its small frontal area, a feature which would have been sacrificed on production aircraft, as the cockpit was found to be too narrow for practical purposes and would need to be widened to gain useful elbow room.
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Bonney followed the bird > principle, abandoned the aileron, or balancing contrivance which airplane > designers have always considered an essential feature of stability in the > air. His plane had new features: an expanding and contracting tail, like a > blackbird's, for varying loads; variable camber in the wings, so that they > could flatten out like a gull's when flying level; a varying angle of > incidence to its wings, so that they could turn sideways into the wind on > landing... Bonney was killed on May 4, 1928 during the maiden flight of the Bonney Gull when the aircraft nosedived into the ground from about 50 feet of altitude, seconds after taking off from Curtiss Field, Long Island.
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Reducing the proportion of the lift supplied by the outboard half of the wing is accompanied by a reduction in the angle of attack on the outboard half. This is beneficial because it increases the margin above the stall of the outboard half, maintaining aileron effectiveness and reducing the likelihood of asymmetric stall, and spinning. Extending the wing flaps increases the camber or curvature of the wing, raising the maximum lift coefficient or the upper limit to the lift a wing can generate. This allows the aircraft to generate the required lift at a lower speed, reducing the minimum speed (known as stall speed) at which the aircraft will safely maintain flight.
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The aircraft's wings were made from a carbon-fibre composite material, and designed by François Jordaan, an aeronautical and structural engineer who had previously designed the wings of the Celstar aerobatic glider and the Ravin 500. In addition to the improvements made to the wing itself, the latest aileron designs were fitted, giving the aircraft a roll rate of around 400 degrees per second. The aircraft is fitted with a Lycoming AEIO-360-A1B6 engine from AeroSport Power of Canada, which is a fully aerobatic-qualified engine with only one restriction due to the oil system: The pilot is restricted to 10 seconds of vertical flight or steep dives; inverted flight, steep dive; zero "g" manoeuvres and wing-down or knife-edge flights.
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Since the Cicogna was tailless it had a pair of straight-edged, short wing tip fins and taller rudders for directional stability and control, the fins assisted by the side area of the flat sided rear fuselage. The fuselage was a ply covered wooden hexagonal structure with deep sides and an open cockpit under the wing, very similar to that of the Astore from nose to the rear of the cockpit but then tapering rapidly in plan to form a short pod. It ended at a concave vertical knife edge with the engine, propeller shaft and pusher configuration propeller under its upper surface; the propeller was as far aft as the aileron hinges. The Cicogna first flew in 1936, though launched as a glider by aerotow.
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Jack Northrop also hired part-time the leading aeronautical designer of the day Theodore von Karman, to evaluate and who approved of Northrop's initial design, and to start building the tooling for building the prototypes ... as explained in detail in the book "Goodbye Beautiful Wing" by Terrence O'Neill. The N9Ms would also be used as a flight trainer, to familiarize pilots with the radical, all-wing concept. Early in 1942, design work on the XB-35 itself began in earnest. Unlike conventional aircraft, truly "tailless" flying wings cannot use a rudder for lateral control as it was absent, so a set of clamshell-like, double split flaps (so called flaperon, a portmanteau of flap and aileron) on the trailing edge of the wingtips were used.
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Congressmen Sherman P. Lloyd (R-Utah) and Henry S. Reuss (D-Wis) both decried the actions of the Marine jet fighter, which media at the time indicated had been "stunting" prior to the collision. In actuality, the 360° aileron roll maneuver the fighter pilot executed was to observe any air traffic above or below the aircraft. Lloyd said that military aircraft should be required to establish contact with air traffic controllers when entering high-traffic air corridors and around airports, while Reuss advocated the complete ban of military aircraft from any high-traffic civilian air corridors. Senator Frank Moss (D-Utah) sponsored a bill in December 1971 that would have required the installation of anti-collision gear on all aircraft by 1975.
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Instead, there was an attempt to regain the closed circuit record. On 29 December the 81 GR, carrying 8,500 L (1,870 Imp gal, 2,245 USgal) of fuel and piloted by Marmoz, attempted to take off. After a deliberately after a long run the tail lifted and the large propeller hit the ground, the undercarriage collapsed and the 81 GR slid on its belly, fortunately without catching fire. Marmoz and Mailloux escaped with a few bruises. After its repair the 81 GR made a second and final attempt to regain the record. Even during take-off from Istres on 18 October 1932, Marmoz noticed the aileron controls were slack, the ailerons themselves vibrated and there were large oscillations of the wings, with amplitude as much as 1 m.
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Both aircraft flew in the competition on 16 October with rubber rope launches. They each flew for about 2½ mins, but both were damaged on landing. Both showed problems with lateral control, the wings twisting under the aileron loads, cancelling their effects. No. 33 was flying again three days later, now with wing warping to try to beat the control problems, but the wing twisted so much after tow release that the centre section failed and the aircraft was lostFlight, November 1922 The pilot was not seriously hurt, but it was clear the torsional stiffness of the wing was insufficient and nothing could be done about within the competition time limits, so no more flights were made and the two DH.52s were scrapped.
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A diagram of a barrel roll Barrel rolls being performed by the Indian Air Force Surya Kiran during an air show In aviation, the barrel roll is an aerobatic maneuver in which an aircraft performs a helical roll around its relative forward motion, with the nose ending up pointed along the original flightpath. It is performed by doing a combination of a roll and a loop. The maneuver includes a constant variation of aircraft attitude (nose orientation) in two or perhaps all three axes. It consists of a rotation along the pitch axis (nose rotates upward, in a direction perpendicular to the wings) through the application of elevator input, followed by aileron input to rotate the aircraft along its roll axis.
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An irresponsible technical error was made during the overhaul: the cables for the ailerons were incorrectly connected (left cable to right aileron and vice versa). Thus, when the pilots tried to straighten the plane, they ended up tilting it further, resulting in a crash at an extremely low altitude during take-off. According to an official report (made public only in 2001, and thanks to the efforts of a journalist from the Bulgarian newspaper "24 hours"), lack of expertise was said to be the culprit - the procedure was carried out by technicians lacking practical experience and using two separate design plans. According to Ani Nemova, there were attacks on her father Todor Yanakiev, the co-pilot originally assigned to that flight.
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Having served in the Officers' Training Corps, Bowman was commissioned as a probationary second lieutenant in the 3rd Battalion, Royal Warwickshire Regiment on 15 August 1914. After serving with his regiment in France, on 20 March 1916 Bowman was seconded to the Royal Flying Corps. He was awarded the Royal Aero Club's Aviator's Certificate No. 7977 on 27 June, and was appointed a flying officer in the RFC two days later. Bowman joined No. 29 Squadron on 7 July 1916, based at Abeele, flying the Airco DH.2. His first victory was against a Roland C.II two seater, with which he unintentionally collided on 3 September; he turned into its attack, firing away, and the German plane tore away his aileron kingpost.
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These were not aerodynamically balanced in the usual way but were connected to each other by three vertical rods which halfway up were hinged to the trailing edge of a narrower and shorter horizontal surface which rotated about an axis well behind its aerodynamic centre. The wires from the cockpit operated these ancillary surfaces, which then moved the ailerons, just as the leading edge of a conventional balanced aileron, extending forward of the hinge, assists the pilot's input. The Caudron C.23 was powered by three Salmson 9Z nine cylinder water-cooled radial engines, each neatly cowled. Two were mounted halfway between the wings in flat-sided nacelles which curved to a point at the rear and the third was nose-mounted.
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The Mi-Go was built in response to an Imperial Japanese Navy requirement for a reconnaissance seaplane to replace the Hansa-Brandenburg W.33 in IJN service. The W.33 had been acquired by the IJN in 1922, but wasn't popular with crews due to poor handling and limited visibility afloat. The Mi- Go differed from the W.33 in having floats connected to the wings, a wooden airframe, fabric covered wings, and much lighter weight. Four prototypes of the Mi-Go were built; tests of which showed it to be longitudinally unstable in flight, although the first prototype used Dornier bench-type aileron balances, and the IJN selected the rival Nakajima Type 15 Reconnaissance Seaplane (E2N) for production instead.
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Flying another 200 meters at an altitude of 14 meters, the aircraft impacted trees at the edge of a forest, losing part of its left wing tip and outermost aileron. After the impact with trees, the aircraft was able to climb to 25–30 meters altitude, but after flying 300 meters further with a high pitch angle the aircraft stalled, rolling to the right, pitched over and descended rapidly. Rolled 50–55 degrees right and at a negative pitch angle of 45–50 degrees, the aircraft crashed into the forest 500 meters from the end of the runway, 225 meters to the left of center. The impact and post-crash fire killed all on board except a 21-year-old passenger who survived with injuries.
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The BS.17 was intended to complement the earlier and successful BS.16 primary glider by providing the enhanced performance required to take new pilots to qualifications beyond the A certificate. It used the wings and central support structure of the BS.16 and shared many smaller parts and fittings, but had a new, conventional fuselage in place of the primary's platform, together with different wing struts and empennage. The BS.17's wings were, like those of the BS.16, rectangular in plan apart from clipped aileron tips. Mounted without dihedral, the two separate wings were built around a pair of spars, one close to the leading edge with plywood covering forward from it around the edge forming a torsion-resistant D-box.
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After receiving the aircraft, Fitzmaurice and his co-pilot, Eric "Jock" Bonar conducted a rapid series of preflight tests in New York before carrying out the first flight on 1 September 1934.Underwood 1975, p. 19. The initial flight showed problems in aileron controls that necessitated a modification. Following a successful second test flight, the aircraft painted as "race 29" was crated and shipped by sea on the liner SS Bremen with a final destination at Bremerhaven, after the aircraft was unable to be offloaded at its first stop in Southampton, when the small ship that was to transport the Bellanca broke its towline. Christened the Irish Swoop, Fitzmaurice and Bonar took off in the racer on 9 October, arriving in Great Britain barely in time for the start of the MacRobertson Race.
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It can use mechanical flight control backup systems (like the Boeing 777) or use fully fly-by-wire controls.Fly by Wire Flight Control Systems Sutherland Improved fully fly-by-wire systems interpret the pilot's control inputs as a desired outcome and calculate the control surface positions required to achieve that outcome; this results in various combinations of rudder, elevator, aileron, flaps and engine controls in different situations using a closed feedback loop. The pilot may not be fully aware of all the control outputs acting to effect the outcome, only that the aircraft is reacting as expected. The fly-by-wire computers act to stabilise the aircraft and adjust the flying characteristics without the pilot's involvement and to prevent the pilot operating outside of the aircraft's safe performance envelope.
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Delayed by the late delivery of its propeller, the first prototype was rolled out at Brough in February 1947 and then taken by road to RAF Leconfield where it made its maiden flight on 1 April that year. All three prototypes were completed by the end of September 1947 and the third prototype had been modified to reduce the outer-wing dihedral to 3°. Both the second and third prototypes remained unflown when the Ministry of Supply ordered that flying be ceased and work on the aircraft be stopped. Later in the month, however, the third prototype was allocated to tests of powered aileron controls, as testing of the first prototype had shown that while adequate at cruise speed, the ailerons were heavy both at low and high speed.
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A 1928 issue of Time magazine described the unusual aircraft: > It was fat in body with graceful curving wings. Bonney followed the bird > principle, abandoned the aileron, or balancing contrivance which airplane > designers have always considered an essential feature of stability in the > air. His plane had new features: an expanding and contracting tail, like a > blackbird's, for varying loads; variable camber in the wings, so that they > could flatten out like a gull's when flying level; a varying angle of > incidence to its wings, so that they could turn sideways into the wind on > landing... The Gull was assembled at the Kirkham facility in Garden City, New York and Mitchel Field. It used conventional landing gear, a mid-wing arrangement, corrugated aluminum skins, and a radial engine.
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With ailerons in the neutral position, the wing on the outside of the turn develops more lift than the opposite wing due to the variation in airspeed across the wing span, which tends to cause the aircraft to continue to roll. Once the desired angle of bank (degree of rotation about the longitudinal axis) has been obtained, the pilot uses opposite aileron to prevent the angle of bank from increasing due to this variation in lift across the wing span. This minor opposite use of the control must be maintained throughout the turn. The pilot also uses a slight amount of rudder in the same direction as the turn to counteract adverse yaw and to produce a "coordinated" turn wherein the fuselage is parallel to the flight path.
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Navigator Maj. E. B. Underwood, Jr. ejects before the crash and is hospitalized in stable condition. After serving in the lifting body program as chase pilot on various Northrop M2 and X-24A flights, Love made his first X-24B flight on 4 October 1973, and piloted the plane to its fastest speed—better than 1,860 km/h—before terminating the program with a hard-surface runway landing at Edwards on 20 August 1975.Washington Star, 2 March 1976, page A-5.The Washington Post, 3 March 1976, page A-20. ;5 March: F-14a bureau number 159826 crashed at NAS Patuxent River after entering the first F-14 flat spin while conducting aileron/rudder interconnect tests. Strike Aircraft Directorate Chief Test Pilot CDR D.D. Smith and RIO LCDR Pete Angelina ejected successfully.
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Captain Claude quickly applied full throttle and ordered Forbes to apply the booster pump, which increases the fuel flow to the engines in emergencies. The captain applied full right aileron in an attempt to raise the dropping left wing, and ordered First Officer Lewis to raise the flaps and landing gear, intending to circle the airport and attempt another landing (known as a go-around). Lewis raised the landing gear but did not raise the flaps, stating later that he “was afraid” to raise them because he assumed that the airplane would immediately stall if he complied. Lewis noticed that the No. 4 engine's fuel pressure was zero and its RPM was dropping, and he feathered the prop, hoping that the resulting reduction in drag would help the airplane accelerate and climb.
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Dive acceleration was good and dive speed was excellent. The highest-scoring P-40 ace, Clive Caldwell (RAAF), who claimed 22 of his 28½ kills in the type, said that the P-40 had "almost no vices", although "it was a little difficult to control in terminal velocity".Alexander 2006, p. 22. The P-40 had one of the fastest maximum dive speeds of any fighter of the early war period, and good high- speed handling. F/O T. R. Jacklin (pictured) flew this No. 75 Squadron RAAF P-40N-5 more than after the loss of the port aileron and 25% of its wing area, due to a mid-air collision with another P-40N-5. The P-40 tolerated harsh conditions and a variety of climates.
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The battle is interrupted by Rom the Space Knight, who annihilates the Wraiths within the ranks of the Joes and forces the Autobots to pursue the alien. Meanwhile, Kup and Aileron discover the true problem with Ore-13, but are ambushed by M.A.S.K., with Miles Mayhem taking Kup prisoner. Optimus and Rom reach an understanding and the Space Knight accompanies them back to Metrotitan, just as Windblade returns from a mental voyage into Microspace, where she encountered its progenitor Micronus Prime. Her desire to save this dying dimension runs up against Optimus Prime's orders to protect Earth first, but Rom's recklessness prompts Prime to realize that both Earth and Microspace must be saved; meanwhile, in Microspace, the adventurous Micronauts head into the fray as part of a deal with Baron Karza.
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The display will usually demonstrate the aircraft's very short (and often very loud) rolls, fast speeds, slow approach speeds, as well as their ability to quickly make tight turns, to climb quickly, and their ability to be precisely controlled at a large range of speeds. Manoeuvres include aileron rolls, barrel rolls, hesitation rolls, Cuban-8s, tight turns, high-alpha flight, a high-speed pass, double Immelmans, and touch-and-gos. Tactical demos may include simulated bomb drops, sometimes with pyrotechnics on the ground for effect. Aircraft with special characteristics that give them unique capabilities will often display those in their demos; For example, Russian fighters with Thrust vectoring may be used to perform Pugachev's Cobra or the Kulbit, among other difficult manoeuvers that cannot be performed by other aircraft.
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Aftermarket Micro Dynamics vortex generators mounted on the wing of a Cessna 182K Sketch describing how vortex generators improve flow characteristics 1967 Model Cessna 182K in flight showing after-market vortex generators on the wing leading edge TA-4SU Super Skyhawk showing the row of vortex generators on the drooped leading edge slats. The Symphony SA-160 was designed with two unusual vortex generators on its wing to ensure aileron effectiveness through the stall A vortex generator (VG) is an aerodynamic device, consisting of a small vane usually attached to a lifting surface (or airfoil, such as an aircraft wing) or a rotor blade of a wind turbine.Wind Turbine Vortex Generators, UpWind Solutions. VGs may also be attached to some part of an aerodynamic vehicle such as an aircraft fuselage or a car.
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Aircraft utilizing three or more spars are considered multi- spar aircraft. Using multiple spars allows for an equivalent overall strength of wing, but with multiple, smaller, spars, which in turn allow for a thinner wing or tail structure (at a cost of increased complexity and difficulty of packaging additional equipment such as fuel tanks, guns, aileron jacks, etc.). Although multi-spar wings have been used since at least the 1930s (for example, the World War 2-era Curtiss P-40 had 3 spars per wing), they gained greater popularity when the increasing speed of jet fighters demanded thinner wings to reduce drag at high speeds. The Mach 2 F-104 Starfighter used numerous slender spars to allow for a wing of unusually thin section; the F-16 Fighting Falcon uses a similar construction.
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In his lifetime he had "...no wish to attract the attention of his contemporaries". Kenyon College Professor of History Bruce Kinzer's 2009 biographic sketch of Boulton, possibly the only one ever published, posited that "Boulton has not posthumously gained the recognition he never sought during his lifetime." The philosopher-scientist-inventor's non-notability extended to missing entries in Boase's Modern English Biography, the Dictionary of National Biography (where he was one of only five members of the Metaphysical Society who did not appear in it) and the later Oxford Dictionary of National Biography. However other researchers have on occasion drawn attention to the Boulton's achievements, pointed to in 1911 in Britain's leading aviation magazine, Flight ("Two Interesting Patents"), and later by aviation historian C. H. Gibbs-Smith ("The First Aileron").
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The initial missile-armed version, designated Ye-150, flew for the first time on 8 July 1960, after extensive ground checks of systems and a delay in delivery of a flightworthy engine. Flight testing progressed slowly, hampered by the very short life of the R-15 engine (barely sufficient for pre-flight ground checks and a single flight), as well as problems with aileron buffeting, brake parachute failure, and the engine accessory gearbox disintegrating. Manufacturer's flight tests, over 42 flights, revealed very high rates of climb, impressive maximum speed (Mach 2.65 at using less than full throttle), and a phenomenal service ceiling of at least . Installation of weapons systems was not carried out on the Ye-150 and it was not authorised for production, but development continued with the Ye-151 and Ye-152.
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The first flight of the Bloch MB.160 was on 18 June 1937, piloted by André Curvale at Villacoublay, Marcel Bloch's base. On 20 August, now named the Lieutenant- Génin, it was one of thirteen aircraft from three countries (France, Italy and the UK) to take part in a race from France to Syria and back, flying from Istres to Damascus and returning to Paris. Nine finished, with Italian Savoia- Marchetti SM.79s in the first three places; the Bloch, piloted by Captain François, was seventh, taking 17h 38 min at an average speed of . On 17 October the MB.160 set a new world speed record for an aircraft carrying a useful load over , averaging . By March 1938 it had completed testing at Marignane and had returned to Villacoublay for minor aileron alterations and for some internal revision.
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Joseph Smith and the design team were aware of a paper on compressibility, published by A.D. Young of the R.A.E, in which he described a new type of wing section; the maximum thickness and camber would be much nearer to the mid-chord than conventional airfoils and the nose section of this airfoil would be close to an ellipse. In November 1942, Supermarine issued Specification No 470 which (in part) stated: Specification 470 described how the wing had been designed with a straight taper to simplify production and to achieve a smooth and accurate contour. The wing skins were to be relatively thick, aiding torsional rigidity which was needed for good aileron control at high speeds. Although the prototype was to have a dihedral of 3° it was intended that this would be increased in subsequent aircraft.
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During March 1917, the 30.21 suffered some damage during an eventful landing, however, it was quickly repaired and returned to the flight test programme. On the whole, the reports of test pilots who flew the prototypes were largely positive, which not only cleared the way for quantity production of the type to commence and for its adoption by the Austro- Hungarian Imperial and Royal Aviation Troops, which quickly placed multiple orders for the type. The first unit to receive production examples (with two synchronized Schwarzloses, on each side of the cylinders) of the D.I was Fluggeschwader I (FLG I, later to be renamed to Flik 101G) on the Divača airfield. According to Haddow, the prototypes had been largely representative of the initial production D.I aircraft, minor differences include the wings being fitted with greater stagger and the relocation of the aileron control cables.
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They serve to prevent the machine from tipping over sideways. They are operated by arms, projecting from the back of the aviator's seat, which embrace his shoulders on each side, and are moved by the swaying of his body. In a measure, they are automatic in action, for when the aeroplane sags downward on one side, the pilot naturally leans the other way to preserve his balance, and that motion swings the ailerons (as these small stabilizing planes are called) in such a way that the pressure of the wind restores the aeroplane to an even keel. The wires which connect them with the back of the seat are so arranged that when one aileron is being pulled down at its rear edge the rear of the other one is being raised, thus doubling the effect.
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The Ca.103 had a fuselage, with a rectangular section and made of welded tubes, that integrated the two-seater closed cockpit placed at the wing connection edge and intercommunicating with the three positions for machine guns and pointer. On the rear, it ended up with a single drift fletching equipped with horizontal counter-braced sesquiplane planes, connected to each other by a pair of "V-shaped" uprights, and with the lower plane with adjustable incidence in flight. The wing configuration was sesquiplana inverted with neutral scaling, ie with a higher wing plane with a significantly shorter opening and positioned directly above the lower one, the latter being the only one with a differential slit aileron . The wings, both characterized by a sensitive positive dihedral angle, were connected to each other by a series of riser pairs in Warren truss configuration.
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Among its unpleasant characteristics was a wing design that allowed aileron reversal at high deflections. When the stick had been neutralized following such an event, the deformation of the wing did not necessarily disappear but could persist and result in an almost uncontrollable aircraft. Pilots for the first Tu-22 squadrons were selected from the ranks of "First Class" Tu-16 pilots, which made transition into the new aircraft difficult, as the Tu-16 had a co-pilot, and many of the "elite" Tu-16 pilots selected had become accustomed to allowing their co-pilots to handle all the flight operations of the Tu-16 except for take-off and landings. As a consequence, Tu-16 pilots transitioning to the single-pilot Tu-22 suddenly found themselves having to perform all the piloting tasks, and in a much more complicated cockpit.
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Fisher P-75A in flight Powered by a V-3420-19 24-cylinder engine rated at 2,600 hp driving co-axial contra-rotating propellers, the XP-75 flew for the first time on 17 November 1943. The second XP-75 flew shortly thereafter, with all six long-range XP-75s entering the test program by the spring 1944. The test program brought up numerous teething problems, including miscalculation of the fighter's center of mass, failure of the engine to produce its expected power, inadequate engine cooling, high aileron forces at high speed, and poor spin characteristics. Redesigns were introduced into the long-range XP-75s including a modified tail assembly, new "bubble" canopy, and a V-3420-23 engine that corrected most of the deficiencies by the time the first P-75A Eagles entered flight testing in September 1944.
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He also claimed Barber had been willing to share the half credit for shooting down Yamamoto until Lanphier had given him an unpublished manuscript he had written claiming he alone had shot down the admiral. Canning agreed that Barber had a strong case for his claim citing the testimony of another pilot from Yamamoto's Zero escort, Kenji Yanagiya, who saw Yamamoto's "Betty" crash 20 to 30 seconds after being hit from behind by fire from a P-38. Likewise the second Betty carrying Ugaki crashed 20 seconds after being struck by aircraft fire. Canning stated categorically that the P-38Gs flown that day did not have aileron boost to assist in turning (as did later models) making it physically impossible for Lanphier's aircraft to have made the 180 degree turn fast enough to intercept Yamamoto's plane in less than 30 seconds.
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Aristotle had also flown the English neurosurgeon Alan Richardson from London to Athens, but Richardson later told Onassis that Alexander had no chance of surviving his injuries. Aristotle Onassis considered having his son's body cryogenically frozen with the Life Extension Society, but was persuaded against it, and he was embalmed by Desmond Henley. Alexander Onassis was buried next to the chapel on his father's private Ionian island of Skorpios. Reports into the crash by the Greek Air Force, and an independent investigator hired by Onassis, the Englishman Alan Hunter, concluded that it had occurred as a result of the reversing of the aileron connecting cables during the installation of a new control column. This cause was disputed by McGregor who believed that the wake turbulence from an Air France Boeing 727 that had taken off before them had caused the crash.
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Due to the two components of the initial overshoot (vertical and horizontal), if the pilots keep attempting to turn their noses toward their opponent, then energy management, elements of roll and turn (as in the flat scissors; although in the rolling scissors there are no reverses of turn), as well as climbs and descents will be required to maintain maneuvering that might, if successful, result in a position from which a shot can be made. What evolves therefore in the rolling scissors is a maneuver that is essentially two aircraft barrel- rolling, involving rolling and looping motions, climbing and descending and turning while the aircraft rolls around its longitudinal axis. The barrel roll has a vertical component which the aileron roll lacks. Unfortunately, the two maneuvers are often confused in many contexts, or are used as if they are interchangeable terms.
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A total of four prototypes were built for the aircraft's test program. The first two lacked armaments, carrying heavy test equipment in their place instead; while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar; along with both combined and conventional aileron/flap arrangements. The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed; the flight performance figures gathered were found to be typically in excess of the predicted values. In 1948, production of the type commenced; in May 1951, initial operational deliveries of production aircraft were received by Bråvalla Air Force Wing (F 13).
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Access to the cabin is via gull-wing doors on both sides of the fuselage."Korea Aerospace Industries Selects Hartzell's ASC- II Advanced-Composite Propeller for New KC-100 4-Place Aircraft." Hartzell, 13 May 2010. Significant attention was paid during development to the KC-100's aerodynamics; for example, the wing employs a laminar flow airfoil and has winglets, while the flight controls incorporate an aileron-rudder interconnection (ARI) system, the latter being aimed at augmenting the aircraft's lateral stability. The ARI was one of several modifications implemented based upon feedback from the KC-100's flight test programme. The avionics incorporates the Avidyne Entegra II glass cockpit, which includes various subsystems, including the flight control system, dual high-resolution integrated flight displays, MLB700/MLX770 data link, FMS900w flight management system, digital VHF radio, and DFC100 autopilot.
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Schematic of a horn-balanced aircraft rudder; horn shaded paler blue Schematic of an inset balanced aircraft rudder; balance surface shaded paler blue Horn balanced rudder of a de Havilland Mosquito Horn balanced aileron on an ATR 72 Mass balancing of ailerons on Messerschmitt Bf 110 Control of aircraft is complicated by their motion in three dimensions, yaw, pitch and roll, rather than one but there is a similar need to reduce loads, tackled in the same way as on a ship with some part of the surface extending forward of its hinge. This is referred to as aerodynamical balance. In addition, because aircraft control surfaces are mounted on flexible structures like wings, they are prone to oscillate ("flutter"), a dangerous effect which can be cured by bringing the centre of gravity (c.g.) of the control surface to the hinge line.
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He also took riders to the Equipe Renault Elf Formula One team's wind tunnel to perfect their positioning on the bike and maximise their aerodynamic efficiency. Guimard's wind tunnel work with Hinault led to the development of the Gitane Profil, the first bike to use teardrop- shaped tubes and handlebars, which Hinault claimed gained him one and a half seconds per mile in time trials, and he also experimented with internal cabling. His interest in aerodynamics also led to his teams introducing other innovations in bicycle design during the 1980s, including sloping bike frames and disc wheels. At the 1986 Tour de France, his rider Thierry Marie won the prologue by a quarter of a second with the aid of a "lower back rest" on his bicycle which functioned as an aileron to reduce aerodynamic drag, although the design was subsequently banned.
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Photo of United Airlines Flight 232 from the NTSB report, with the damage done by the second engine highlighted Meanwhile, Records found that the plane did not respond to his control column. Even with the control column turned all the way to the left, commanding maximum left aileron, and pulled all the way back, commanding maximum up elevatorinputs that would never be used together in normal flightthe aircraft was banking to the right with the nose dropping. Haynes attempted to level the aircraft with his own control column, then both Haynes and Records tried using their control columns together, but the aircraft still did not respond. Afraid the aircraft would roll into a completely inverted position (an unrecoverable situation), the crew reduced the left wing-mounted engine to idle and applied maximum power to the right engine.
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Born into a family of significant wealth and means, M. P. W. was broadly educated in the classics, philosophy and sciences, subsequently becoming well versed in steam engine design, and then transferring his interest to the basic conceptual designs of jet propulsion and rocket motors. However, whatever personal interest he held in the foundry's operation and the coinage mint he inherited from his father soon waned, and he subsequently closed and sold the mint facility in 1850. Thereafter he conducted numerous studies, wrote a wide variety of papers and earned a number of patents, including for an aileron flight control system, various types of motive power engines and their components such as propellers and pumps, plus other works on solar heat, photography and more. Despite being married twice and raising a large family, Boulton was described as reclusive by those who knew him.
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The aircraft does not feature any instances of vortex generators, wing fences or many other aerodynamic devices, aside from the integral winglets, which positively contribute to roll stability, drag- reduction, and enhanced aileron effectiveness. The Katana's T-tail configuration has also been claimed to reduce the negative effects of propeller-generated slipstream on the aircraft's pitch control as well as increase low-speed pitch authority. The wings have washout, which causes the wing roots to stall in advance of the wingtips, which has the effect of the ailerons being fully effective well after the onset of a primary stall condition. Other unfavourable flight conditions are often guarded against, such as a wing drop, which may be produced only as a consequence of prolonged and excessive elevator application during a steep climbing turn, and can be rectified by the relaxation of back pressure.
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The oil system had been changed before he flew; after it was proven, the aircraft was handed over to the RAE for testing by service pilots. The second prototype E.28/39 (W4046) – initially powered by a Rover W2B engine – joined the test programme on 1 March 1943. Flying of W4046 was by Gloster test pilots John Grierson and John Crosby Warren, because Michael Daunt was then involved with the F.9/40 (later known as the Gloster Meteor). Testing revealed problems with engine oil and lubricants. In April 1943, W4046 flew to Hatfield for a demonstration in front of the Prime Minister and members of the Air Staff.Flanagan 2017, p. 39. It was taken to Farnborough and fitted with a W2.B and achieved 466 mph. On 30 July 1943, while on a high-altitude test flight, the second prototype was destroyed in a crash resulting from an aileron failure.
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The rudder is usually attached to the fin (or vertical stabilizer), which allows the pilot to control yaw about the vertical axis, i.e., change the horizontal direction in which the nose is pointing. The rudder's direction in aircraft since the "Golden Age" of flight between the two World Wars into the 21st century has been manipulated with the movement of a pair of counter-moving foot pedals by the pilot, while during the pre-1919 era rudder control was most often operated with a center-pivoted, solid "rudder bar" that usually had pedal and/or stirrup-like hardware on its ends to allow the pilot's feet to stay close to the ends of the bar's rear surface. In practice, both aileron and rudder control input are used together to turn an aircraft, with the ailerons imparting roll and the rudder imparting yaw and also compensating for a phenomenon called adverse yaw.
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Around this central motif are arranged elements of eight other stories, all of them represented at least in part by sets of footprints. Human footprints include a set left by dancing women from a place called Aileron; another shows a family group travelling to a place called Ngama, and a third trail is that of a Tjungurrayi man, which lead to his skeleton, representing his death after committing the crime of trying to steal sacred items. Animal representations include tracks of a cluster of emus from a place called Napperby, on the artist's country, as well as those left by the rock wallaby, or Mala, men journeying north from Port Augusta in South Australia, as well as, on the left hand edge of the picture, those of two groups of dingoes going to a place called Warrabri. A little closer to the centre of the painting are marks representing a dreaming called the Chase of the Goanna Men.
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Soon after 10pm, as night was falling, Amon's Ferrari suffered a puncture while running 5th. Because of a faulty mallet he could not change the tyre out on the track and while crawling back to the pits, sparks from the wheel hub started a fire in the engine. Amon was forced to bale out quickly (unharmed) at a distance from any marshal posts and the car was burnt to a wreck. Not long later the Chaparral had to pit with its aileron stuck in the brake position, making the car lose about 20 km/h off its top speed. Bucknum lost two hours to get a water-pipe rewelded then had to creep around for two laps to reach the mandatory 25-lap minimum for liquids replenishment Twice Lloyd Ruby ditched his Ford in the Mulsanne corner sandtrap, losing all the time Hulme had made up having to get repairs to the undertray.
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The project suffered numerous delays and cost increases (due in part to the changing requirements of the RAAF and in part to the inexperience of the consortium members in designing to military requirements) and shortly after the prototype was completed at HdH's Bankstown factory the programme was cancelled at the end of 1985.Keith Meggs The Commonwealth Aircraft Corporation retrieved 10 August 2007 Earlier in 1985 HdH purchased CAC, which was initially kept as a separate company but was then renamed Hawker de Havilland Victoria (HdHV) the following year. At the time of the purchase both companies were in the initial stages of producing components for the GAF-built version of the F/A-18 Hornet. HdH at Bankstown was responsible for the landing gear and major hydraulic system components including aileron, rudder and flap actuators and hydraulic fluid reservoirs; while CAC/HdHV was responsible for the wing pylons, engine access panels, aft nozzle fairings, aircraft-mounted accessory drive gearboxes and engines.
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Gradually losing altitude, he at last reached the > English coast, whereupon he ordered all members of the crew to bail out as > he knew they would all safely make land. But he received a message over the > interphone system which led him to believe 1 of the crewmembers was unable > to jump due to injuries; so he made the decision to ditch the ship in the > channel, thereby giving this man a chance for life. To add further to the > danger of ditching the ship in his crippled condition, there was a 500-pound > bomb hung up in the bomb bay. Unable to climb into the seat vacated by the > copilot, since his foot, hanging on to his leg by a few tendons, had become > lodged behind the copilot's seat, he nevertheless made a successful ditching > while lying on the floor using only aileron and elevators for control and > the side window of the cockpit for visual reference.
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The Falcon 20 is furnished with a highly swept wing; it is equipped with leading-edge slats to improve its slow speed performance and decrease the stalling speed. When approaching a high angle of attack, the slats are automatically deployed; when nearing a potential stall, the inner section of the slats then retract to provide for a stable and predictable stall with effective aileron controls throughout. On the Falcon 200 model, the wing was re-profiled for improved low-speed performance and shortened runway requirements, as well as the addition of an unusual wing root fillet section and a shortened wing fence; the development of an entirely new wing was under consideration at one point, but the improved performance was not viewed to justify the expense. While air brakes are present upon the wing, these are less smooth and more noisy than the use of the dual-brake arrangement upon the landing gear.
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The pilot then holds this attitude while applying aileron input, by carefully moving the stick to either the right or the left. As the aircraft begins to roll, the pilot will need to apply the rudder in the direction of the bank, to counter adverse yaw (the tendency of the nose to yaw away from the bank). As the airplane rolls past 45 degrees of bank, it will start to lose lift and the nose will begin to drop to the plane's side, so the pilot begins to apply rudder in the opposite direction (away from the bank) to hold the nose at a constant attitude, increasing the input as the plane rolls toward 90 degrees, while, at the same time, releasing elevator input. In the wings-vertical position, the elevators should be neutral and attitude held by rudder alone, and the only lift generated at this point will be from the sides of the fuselage and the upward vector of the engine thrust.
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The Super Ace was developed from the earlier Chrislea C.H.3 Series 1 Ace, a high-wing four seat cabin monoplane with a tricycle undercarriage and two fins. The Ace had an unusual 'steering wheel' control arrangement which eliminated the conventional rudder bar. The wheel was mounted on a universal joint; turning it applied aileron, moving it vertically applied elevator and sideways the rudder. It originally flew with a single vertical tail but was soon modified with twin fins. The lone C.H.3 Series 1 Ace first flew in September 1946. Soon after the company moved to Exeter, the first production aircraft, the C.H.3 Series 2 Super Ace flew in February 1948. This model was powered by a de Havilland Gipsy Major 10 inline piston engine. Wing and tailplane were now metal structures, the span was increased by 2 ft compared with the Ace, and the fins were smaller and rounder.
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Shutter, Mike Nixon Considered Nuclear Option Against N. Korea 6 July 2017 NPR Retrieved 22 June 2017 The reconnaissance flights resumed a week later. In 1972, the U.S. and Japanese governments agreed to share ownership of the base, after which the Japan Maritime Self Defence Force began operating from there. In 1973 Yokosuka became the home port of the carrier . As a consequence CVW-5, the carrier's air wing was based at Atsugi.Living With the Nightmare of Planes and Aircraft Carriers at U.S. Bases in Japan: Upgrading Iwakuni and Yokosuka 7 April 2008 Chugoku Shimbun Retrieved 10 December 2016Plaintiffs in Atsugi base airplane noise lawsuit irked by Supreme Court ruling 9 December 2016 Mainichi Shimbun Retrieved 10 December 2016History CNIC Retrieved 10 December 2016 On 2 November 1976, a US Navy Grumman C-1 Trader, piloted by Lt. Laury K. Backman, suffered a mechanical failure of the aileron system while maneuvering to land on runway 01, and crashed short of the runway.
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The D-9 retained the wingspan of the original pre-war Fw 190 models, but this was slightly extended for the C model to , and greatly extended for the H model to , which gave it much better control at high altitudes at the cost of speed at lower altitudes. Due to the war's impact on aluminum availability, the wing was built around two steel spars, the front extending from just past the landing gear attachment points, and the rear spar spanning the entire wing. The wing itself was designed with 3° of washout, from the root to the flap-aileron junction, to prevent the ailerons from stalling before the center section of the wing. The Ta 152 also featured the FuG 16ZY and FuG 25a radio equipment (some aircraft were issued with FuG 125 Hermine D/F for navigation and blind landing, LGW-Siemens K 23 autopilot, and a heated armor glass windscreen for bad-weather operations).
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Nicker was the son of Elizabeth and Sam Nicker who arrived at the Arltunga goldfields in the Northern Territory in 1903, after a two-year journey through the centre, by which time the output of gold had already diminished. This disappointed the two and, rather than mine Sam purchased a wagon from a "disgruntled quitter" and delivered water to the miners whilst Elizabeth started a market garden and herded feral goats for milk, meat and useful skins. By 1908, when Nicker was born, the family had moved, a little north of Arltunga, to establish what would become The Garden station which would provide produce, on a larger scale the Elizabeth's market garden, to the Arltunga and Winnecke Depot goldfields. In 1914 they uprooted again when Sam purchased the lease on Ryan's Well, near Aileron, where the family operated a cattle station and supplemented their income by operating the well for travelling stock and operating as a post and telegraph office.
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The Slick 360 was designed to fill a gap in the light aerobatic aircraft segment, as the aircraft which dominate this segment, the Yak-55, Zlin Z-50 and Extra 230 have all ceased production, making them increasingly hard to obtain. While other Extras are still in production (260, 300, 300S, 300L and 330), they are fitted with six-cylinder (260/300 hp) engines and therefore not allowed to compete in the AWAC. New aircraft have been created in an attempt to replace these three, such as the One Design and the Cap 222, but they have failed to dominate, purportedly due to their excessively-high aileron roll rates, which, being faster than their flick roll rates, results in the flick roll scores being downgraded. In addition, their small size has made them difficult to judge. The result being that neither of the two new designs has yet managed to achieve better results than the older established designs, with the past five AWAC events being won by the Extra 230, Zlin Z-50 and Yak-55.
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The Short SB.4 Sherpa was designed by David Keith-Lucas as a research aircraft aimed primarily at assisting in the development of wings for faster, very high- altitude aircraft in general and the company's Preliminary Design (Short PD.1) in response to the U.K. V-Bomber requirement B35/46 in particular. It was the first powered aircraft to employ the "aero-isoclinic" wing first proposed in 1951 by Professor Geoffrey T.R. Hill, who had been instrumental in the design of the Westland-Hill Pterodactyl tail-less experimental aircraft in the mid-1920s. Short SB.4 Sherpa This radical wing configuration was designed to maintain a constant angle of incidence regardless of flexing, by placing the torsion box well back in the wing so that the air loads, acting in the region of the quarter-chord line, have a considerable moment arm about it. The torsional instability and tip stalling characteristics of conventional swept wings were recognised at the time, together with their tendency to aileron- reversal and flutter at high speed.
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Graf Ignatievo The Scorpion is a tandem-seat twinjet aircraft with an all-composite material fuselage designed for light attack and intelligence, surveillance, and reconnaissance missions. Production costs were minimized by using common commercial off the shelf technology, manufacturing resources and components developed for Cessna's business jets; such as the flap drive mechanism is from the Cessna Citation XLS and Cessna Citation Mustang, the aileron drive mechanism is from the Citation X.. Textron AirLand calls the Scorpion an ISR/strike aircraft, instead of a "light attack" aircraft. The joint venture also states the Scorpion is intended to handle "non-traditional ISR" flights such as those performed by U.S. fighters in Iraq and Afghanistan. The Scorpion is designed to cheaply perform armed reconnaissance using sensors to cruise above 15,000 ft, higher than most ground fire can reach, and still be rugged enough to sustain minimal damage.. The Scorpion is designed to be affordable, costing US$3,000 per flight hour, with a unit cost expected to be below US$20 million.
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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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Somehow I got the stick between my legs again, and jammed on full aileron and elevator; I do not know exactly what happened then, but the trick was done. The machine came over the right way up, and I fell off the top plane and into my seat with a bump. He safely returned to base, but was criticised by his CO for "causing unnecessary damage" to his instrument panel and seat in his efforts to regain the cockpit. The squadron's log book simply noted: "the squadron was fortunate in its personnel." On 21 September 1915 Louis Strange was appointed to form and command No. 23 Squadron RFC at Gosport, Hampshire. As a squadron commander he held the acting-rank of major, to which he was appointed on 5 November, the day he married his wife, Marjorie. Due to appendicitis Strange handed over command in March 1916. Strange then established No. 1 School of Air Gunnery at Hythe in Kent, with the acting-rank of lieutenant-colonel, and formed No. 2 School of Air Gunnery at Turnberry.
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The opening ceremony was conducted by Michał Cwynar DFC, a Polish fighter ace, who became the Museum's patron. In addition to the salvaged Hercules mount, the museum also has one of the Bristol Centaurus engines from the Blackburn B-20, V8914, an experimental flying-boat with retractable lower-hull, lost on 7 April 1940 after suffering severe aileron flutter - 3 crew killed, 2 rescued by HMS Transylvania. The aircraft's wreck still exists, but remains undisturbed as it is designated a war grave. In 1998, one of the engines was raised as it had been caught in a fishing boat's nets and dragged away from the wreck, into shallower water. One of the Junkers Jumo 211s is displayed from a Heinkel He 111H-4 of 1 Gruppe of Kampfgeschwader 4 (1/KG4), based at Soesterberg, the Netherlands, which became lost on 8 August 1940, during a mission to lay mines off Belfast, and collided with the summit of Cairnsmore of Fleet in the Galloway Hills of Scotland, whereupon the ordnance on board exploded, killing the four aircrew.
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Following a series of trials carried out by the Civil Aviation Branch, it was agreed that the Widgeon could be tested by the RAAF to assess its suitability as a training aircraft. Prior to its handover in June 1927 another series of modifications were carried out to convert the Widgeon for amphibious operation (able to land and take off from both water and land). These included the addition of retractable landing gear, tailskid, dual controls, extra fuel tanks, an increase in dihedral from 3.5° to 4.75°, new deeper floats with less aileron interference, a wider windscreen, a gun-mount above the rear cabin entry, cabin side windows below the wing and a more powerful ADC Nimbus engine. At the same time as these modifications were being carried out work commenced on a larger and improved aircraft, the Widgeon II. Taxiing tests of the Widgeon II were commenced on 16 February 1928 at Mascot aerodromeMorning Herald (Friday 17 February 1928) "Widgeon II. Ground test at Mascot Aerodrome" p. 12 retrieved 2010-06-24 and it flew for the first time on 21 February following a one-day delay due to engine problems.
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Griffiths House was originally designed to be a hostel for young single people who had moved to Alice Springs for work, but by the time it was opened on 5 July 1941, plans had already changed, it was immediately converted in to a social club for soldiers stationed in Alice Springs. This club, which also housed the wives of servicemen permanently stationed in the town, was known as "The Inter-Church Services Club and Hostel". Following the end of World War II, in 1945, the hostel was turned into Griffiths House with the new purpose of housing children from more remote areas who were attending school in Alice Springs. The Hostel was named Griffiths House after the Reverend Harry Griffiths, and his wife Dorothy, who worked for the Methodist Inland Mission, and were instrumental in both originally building and the re-purposing of the site. In 1945 a flood of applications were received from families around the region and the first children to move in were Earl Reidy from Henbury Station, Janice Coulson from Aileron Station and two members of the Coulthard family from Kulgera. By 1946 there were 42 children living there from as far away as Wyndham and Darwin and Griffiths House struggled to meet demand.
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Reproduction of a Messerschmitt Me 262 (A-1c) at the Berlin Air Show 2006 After the end of the war, the Me 262 and other advanced German technologies were quickly swept up by the Soviets, British and Americans, as part of the USAAF's Operation Lusty. Many Me 262s were found in readily repairable condition and were confiscated. The Soviets, British and Americans wished to evaluate the technology, particularly the engines. During testing, the Me 262 was found to be faster than the British Gloster Meteor jet fighter, and had better visibility to the sides and rear (mostly due to the canopy frames and the discoloration caused by the plastics used in the Meteor's construction), and was a superior gun platform to the Meteor F.1 which had a tendency to snake at high speed and exhibited "weak" aileron response.Ethell and Price 1994, pp. 97–99. The Me 262 had a shorter range than the Meteor and had less reliable engines. The USAAF compared the P-80 Shooting Star and Me 262, concluding that the Me 262 was superior in acceleration and speed, with similar climb performance. The Me 262 appeared to have a higher critical Mach number than any American fighter.Ethell and Price 1994, p. 180.
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