Different terms
11-02-2002 | 09:42 AM
#3
Different terms
Yep, Howard's site is an outstanding reference source and you'll find excellent discussions of the basics there.
Meanwhile, the ailerons are the control surfaces on the wing trailing edge -- they move in opposite directions to make the plane bank toward the one that's deflected upward (i.e. the plane will lean in that direction) and that allows the plane tu turn in that direction.
The Rudder is the control surface on the verticle stabilizer at the tail of the airplane and it changes the direction that the plane is pointing in toward whichever side it is deflected toward. An important thing here is that a car steers just fine by doing that, but a plane does not. Banking the plane and lifting around a turn is the way that an airplane turns well.
You didn't mention the elevators -- maybe they're very obvious, but they're the control surface on the horizontal stabilizer at the tail of the airplane and they pitch the airplane's nose up or down to get it to dive or climb -- if it has enough forward force or momentum to do so.
Flaps -- if you really mean flaps -- are optional surfaces at the trailing edge of the wing that can be lowered to increase the effective curvature and/or size of the wing, thereby increasing lift. Increasing lift at any speed lets the airplane get the same lift with less speed -- so it can take off and land without having to go as fast. That gives a pilot more time to deal with what the airplane's doing.
Beginning trainer planes usually have rudder, elevator, and throttle controls; sometimes with the addition of ailerons.
Fa
Meanwhile, the ailerons are the control surfaces on the wing trailing edge -- they move in opposite directions to make the plane bank toward the one that's deflected upward (i.e. the plane will lean in that direction) and that allows the plane tu turn in that direction.
The Rudder is the control surface on the verticle stabilizer at the tail of the airplane and it changes the direction that the plane is pointing in toward whichever side it is deflected toward. An important thing here is that a car steers just fine by doing that, but a plane does not. Banking the plane and lifting around a turn is the way that an airplane turns well.
You didn't mention the elevators -- maybe they're very obvious, but they're the control surface on the horizontal stabilizer at the tail of the airplane and they pitch the airplane's nose up or down to get it to dive or climb -- if it has enough forward force or momentum to do so.
Flaps -- if you really mean flaps -- are optional surfaces at the trailing edge of the wing that can be lowered to increase the effective curvature and/or size of the wing, thereby increasing lift. Increasing lift at any speed lets the airplane get the same lift with less speed -- so it can take off and land without having to go as fast. That gives a pilot more time to deal with what the airplane's doing.
Beginning trainer planes usually have rudder, elevator, and throttle controls; sometimes with the addition of ailerons.
Fa
11-07-2002 | 05:16 PM
#4
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From: FL
Different terms
Ailerons are located on the trailing edge on the wing of the plane. They bank the plane left, if the left aileron is up, and right, if the right aileron is up.
The rudder is used mostly for aerobatic, like the knife edge. On aerobatic planes the rudder points the nose in the direction you point the rudder. On trainers, because of dihedral which the upward angle of the wings to make the plane more stable, causes the plane to roll slightly in the direction the rudder is pointed in.
Flaps are used for takeoff and landing. The flaps go down in increments. The provide more lift for takeoff. On landing, when the flaps are all the way down, the flaps provide more drag aand lift. It allows for quick landings and faster desent rates.
Hope this helps.
The rudder is used mostly for aerobatic, like the knife edge. On aerobatic planes the rudder points the nose in the direction you point the rudder. On trainers, because of dihedral which the upward angle of the wings to make the plane more stable, causes the plane to roll slightly in the direction the rudder is pointed in.
Flaps are used for takeoff and landing. The flaps go down in increments. The provide more lift for takeoff. On landing, when the flaps are all the way down, the flaps provide more drag aand lift. It allows for quick landings and faster desent rates.
Hope this helps.
11-09-2002 | 11:41 AM
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From: Spearfish SD
Different terms
Just a little more information...[img]i/expressions/face-icon-small-smile.gif[/img]
when a rudder is used on an aircraft with a lot of dihedrahl in the wing. the advancing wing essentially has an increased angle of attack and more lift causing the roll in the direction of the rudder applied. With enough dihedrahl angle, and a proper amount of vertical stabilizer and rudder, the aircraft will make coordinated turns on the rudder alone. This is often used in sailplanes and in smaller 2-3 channel R/C power planes.
In an aerobatic aircraft, the dihedrahl angle and related roll/yaw coupling can be problematic in knife edge maneuvers, hammer heads etc. so they are often built with little or no dihedrahl angle.
Ailerons are normally used with some amount of differential throw where the upward traveling aileron trtavels farther than the downward traveling aileron. This reduces adverse yaw. The wing generating more lift - the downward aileron - also generates more drag, which being on the outside of the turn causes the nose to yaw away from the turn, requiring more rudder. If the downward travel and lift produced is reduced, while the upward travel and drag produced is increased, less adverse yaw results and less rudder is required to coordinate the turn. This combined with the proper dihedral angle, this means an aircraft can be designed to make coordinated turns though much of it's speed range with little or no rudder input required.
Flaps provide more lift as they are extended but also more drag. Small increments of flap (up to 20 degrees or so) add mostly lift with relatively little drag. Flap angles between 20-45 degrees add progressively more drag but relatively smaller increases in lift. Flap angles over 45 degrees add mostly drag and are mostly only used for approach control rather than to increase lift or reduce stall speed.
when a rudder is used on an aircraft with a lot of dihedrahl in the wing. the advancing wing essentially has an increased angle of attack and more lift causing the roll in the direction of the rudder applied. With enough dihedrahl angle, and a proper amount of vertical stabilizer and rudder, the aircraft will make coordinated turns on the rudder alone. This is often used in sailplanes and in smaller 2-3 channel R/C power planes.
In an aerobatic aircraft, the dihedrahl angle and related roll/yaw coupling can be problematic in knife edge maneuvers, hammer heads etc. so they are often built with little or no dihedrahl angle.
Ailerons are normally used with some amount of differential throw where the upward traveling aileron trtavels farther than the downward traveling aileron. This reduces adverse yaw. The wing generating more lift - the downward aileron - also generates more drag, which being on the outside of the turn causes the nose to yaw away from the turn, requiring more rudder. If the downward travel and lift produced is reduced, while the upward travel and drag produced is increased, less adverse yaw results and less rudder is required to coordinate the turn. This combined with the proper dihedral angle, this means an aircraft can be designed to make coordinated turns though much of it's speed range with little or no rudder input required.
Flaps provide more lift as they are extended but also more drag. Small increments of flap (up to 20 degrees or so) add mostly lift with relatively little drag. Flap angles between 20-45 degrees add progressively more drag but relatively smaller increases in lift. Flap angles over 45 degrees add mostly drag and are mostly only used for approach control rather than to increase lift or reduce stall speed.
