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Spoileron

A spoileron is a flight control surface on an aircraft wing that functions as both a spoiler and an aileron, deployed asymmetrically to control roll by reducing lift and increasing drag on one wing while the opposite wing remains unaffected.^[1]^[2] Spoilerons operate by extending hinged panels on the upper surface of the wings, typically located between the leading and trailing edges, which disrupt airflow to create a net rolling moment around the aircraft's longitudinal axis.^[3]^[1] For instance, to initiate a right bank, the spoileron on the right wing deploys upward, lowering that wing and generating torque through the force-distance relationship (T = F × L) relative to the center of gravity.^[3] This mechanism is particularly effective in high-speed flight, where traditional trailing-edge ailerons might cause wing twisting or control reversal due to aeroelastic effects.^[2]^[1] In addition to roll control, spoilerons can deploy symmetrically across both wings to serve as standard spoilers, aiding in descent by increasing drag and reducing lift, or enhancing braking on landing by transferring weight to the wheels.^[1]^[3] Their design minimizes adverse yaw—unwanted nose movement opposite the turn—by producing form drag directly on the descending wing, often reducing the need for rudder input.^[2]^[1] This makes them advantageous for large or high-performance aircraft, where they either supplement or replace ailerons; examples include the Boeing B-52 bomber and Mitsubishi MU-2 turboprop, which rely on spoilerons exclusively for roll due to wing flexibility constraints.^[2] They are also common in modern airliners and fast single-engine planes like the Cessna TTx, often integrated with fly-by-wire systems in such designs for precise low- and high-speed operation.^[1]^[2]

Introduction and Principles

Definition

A spoileron is a flight control surface in aeronautics that combines the functions of a spoiler and an aileron, specifically designed for asymmetric deployment to achieve roll control by reducing lift and increasing drag on one wing.^[4] The term "spoileron" is a portmanteau of "spoiler" and "aileron," reflecting its hybrid role in disrupting airflow while enabling banking maneuvers.^[5] Key characteristics of spoilerons include their placement as hinged panels on the upper surface of the wing, which deploy upward to spoil the smooth airflow over the wing section.^[6] Unlike traditional spoilers, which are used symmetrically to reduce overall lift for descent or speed control, spoilerons operate independently on each wing to create a differential effect.^[4] In terms of basic physics, the upward deployment of a spoileron on one wing disrupts the boundary layer and generates turbulence, thereby decreasing lift production and augmenting drag on that side without requiring trailing-edge deflection typical of ailerons.^[6] This asymmetric action causes the affected wing to drop, inducing a roll moment while minimizing the adverse yaw associated with conventional ailerons.^[4]

Basic Mechanism

A spoileron functions by asymmetrically deploying a hinged panel on the upper surface of one wing, typically aft of the maximum thickness point, to disrupt the airflow over that wing section. This deployment protrudes into the oncoming airstream, interacting with the boundary layer—the thin layer of air adjacent to the wing surface where viscous effects dominate—to induce premature flow separation. The separation "spoils" the smooth, attached airflow that generates lift, effectively reducing the local lift coefficient (C_l) while simultaneously increasing the drag coefficient (C_d) due to the turbulent wake formed behind the panel.^[7]^[8] As a result, the affected wing experiences a net loss in lift and gain in drag relative to the opposite wing, causing the aircraft to roll toward the deployed side as the lower-lift wing descends.^[6] Unlike traditional ailerons, which deflect oppositely to create differential lift but induce adverse yaw from higher induced drag on the rising wingtip, spoilerons minimize or eliminate this tendency. The drag increment occurs solely on the descending wing, which propels that wing rearward and generates a proverse yaw moment aligned with the intended turn direction, aiding coordination without requiring significant rudder input.^[6]^[2] The rolling motion induced by asymmetric spoileron deployment can be quantified through the rolling moment coefficient C_{l_{\delta_s}}, which represents the change in roll moment per unit spoiler deflection. In practice, steady-state roll rates incorporate roll damping C_{l_p} and are derived from the lateral-directional equations of motion, yielding p_{ss} = -\frac{C_{l_{\delta_s}} \delta_s}{C_{l_p}} \cdot \frac{2V}{b}, where V is the airspeed and \delta_s is the spoiler deflection angle. Experimental data indicate effective roll control across subsonic speeds.^[8]^[9]

History and Development

Early Concepts

Spoilers, initially developed as devices for controlling descent rates, found early application in gliders during the 1940s. In military training gliders like the U.S. Army's TG-3A, spoilers were mounted on the wings to increase drag and steepen the glide angle, enabling precise landings without the need for more complex airbrakes.^[10] Similarly, German assault gliders such as the DFS 230 employed upper-surface spoilers to reduce lift and enhance drag for steep approaches during operations like the 1940 assault on Fort Eben-Emael.^[11] These symmetric deployments marked the foundational use of spoilers for vertical control, with adoption persisting in sailplanes through the 1960s before airbrakes became predominant.^[10] The adaptation of spoilers for lateral control emerged in the mid-1940s, evolving from these descent aids to asymmetric configurations for roll authority. The Northrop P-61 Black Widow, a U.S. night fighter introduced in 1944, represented the first notable application of spoilers augmenting small "guide ailerons" to achieve effective roll control on its flexible, high-aspect-ratio wings.^[12] In the P-61, four spoilers per wing—positioned outboard of the engine nacelles and projecting as thin arcs from the upper surface—provided primary roll moments by disrupting lift asymmetrically, while the diminutive ailerons offered tactile feedback to the pilot and mitigated control issues at high speeds.^[13] This hybrid approach addressed the limitations of conventional ailerons on large, elastic wings, where structural flexing could reverse control inputs.^[12] Key influences on this development stemmed from National Advisory Committee for Aeronautics (NACA) research in the 1940s, which explored spoiler-type ailerons to counter aileron reversal at high speeds. NACA research, including reports from the era, noted interest in spoiler ailerons due to their ability to provide high reversal speeds on thin, flexible wings, though challenges like non-linear response were identified.^[14] NACA Report No. 755, published in 1941 by Robert R. Gilruth, analyzed lateral control systems and flying qualities, highlighting issues with spoiler ailerons such as lags in initial rolling moment and non-linear effectiveness, which could affect precise handling.^[15] Early challenges with spoiler ailerons, identified in WWII-era wind-tunnel tests, centered on excessive induced drag and nonlinear response characteristics. NACA investigations revealed that spoilers produced markedly higher drag than flap ailerons at low angles of attack, complicating steady flight and increasing fuel consumption during prolonged maneuvers.^[14] Additionally, tests noted lags in initial rolling moment development and nonlinear effectiveness with deflection, often requiring significant control inputs before response, which pilots found unsatisfactory for precise handling.^[15] These issues prompted hybrid designs, such as the P-61's combination of spoilers with auxiliary ailerons, to balance control authority while minimizing drag penalties.^[12]

Modern Adoption

Following World War II, spoilerons saw increased adoption in high-speed jet aircraft, particularly those with delta wings where traditional ailerons could experience reversal due to aeroelastic wing twist at transonic and supersonic speeds. This phenomenon, known as aileron reversal, occurs when the downward deflection of an aileron causes the wing to twist nose-down, reducing lift on that wing and producing an opposite roll moment. To mitigate this, designers incorporated spoilerons for supplemental or primary roll control, as seen in early jet fighters like the McDonnell Douglas F-4 Phantom II, introduced in the late 1950s, which used upper-wing spoilers to augment ailerons at high speeds without exacerbating structural loads.^[16]^[6] The 1960s and 1970s marked a significant expansion of spoileron use in supersonic designs, driven by the challenges of thin, high-aspect-ratio wings that limited aileron effectiveness under Mach effects such as shock wave formation and compressibility. Early post-war jets like the Boeing B-47 Stratojet in the 1950s also employed spoilerons to address control issues on flexible swept wings. The General Dynamics F-16 Fighting Falcon, entering service in the mid-1970s, relied on flaperons and differential horizontal stabilizers for effective roll control across a wide speed envelope from subsonic to supersonic regimes, with fly-by-wire systems optimizing authority. These applications were necessitated by the aerodynamic demands of thin wings, where such surfaces provided roll moments without the drag penalties of large aileron deflections.^[17]^[18] Key technological advancements in hydraulics and fly-by-wire (FBW) systems further propelled spoileron integration by enabling rapid, precise asymmetric deployment tailored to flight conditions. Hydraulic actuators, refined in the post-war era, allowed spoilers to extend quickly against high dynamic pressures, while early FBW implementations in the 1970s, such as those on the F-16, used digital computers to allocate control authority between surfaces like flaperons, ailerons, and stabilators based on speed, angle of attack, and load factors. This optimization reduced adverse yaw and improved responsiveness, as FBW systems could modulate control deflection to avoid over-control at high Mach numbers. By the 1980s, these technologies had become standard in advanced jets, facilitating seamless transitions in roll control modes.^[1]^[19]^[20] In recent trends through 2025, spoilerons have found hybrid applications alongside traditional ailerons in unmanned aerial vehicles (UAVs) and modern fighters, particularly for enhanced stall recovery and low-speed handling. In UAV designs, multi-purpose spoiler mechanisms combine roll control with drag management, offering better performance during high-angle-of-attack maneuvers where ailerons may lose effectiveness near stall; for instance, studies on high-endurance UAVs demonstrate that spoilerons improve roll authority without inducing further wing stall, unlike downward aileron deflections that can deepen the stall on the raised wing. Contemporary fighters, such as upgraded variants of the Eurofighter Typhoon, leverage FBW-enhanced spoilerons for stall recovery by providing decoupled roll inputs that prioritize nose-down pitch over lateral control, reducing spin risks in post-stall regimes. This hybrid approach balances efficiency and safety in diverse operational envelopes, from autonomous UAV swarms to manned high-agility combat.^[21]^[22]^[23]

Design and Construction

Structural Components

Spoilerons are constructed as hinged panels mounted on the upper surface of an aircraft wing, typically positioned aft of the leading edge at approximately 60% of the wing chord to integrate seamlessly with the wing's aerodynamic profile. These panels span a portion of the outboard wing section and have a chord length representing 10-20% of the local wing chord, allowing for effective disruption of airflow while minimizing structural intrusion. In designs like those analyzed for modern commercial aircraft, the panel chord may measure around 666 mm with a span of about 1766 mm, ensuring balanced load distribution across the wing.^[24]^[25] Traditional spoileron materials include aluminum alloys for their durability and ease of fabrication, providing the necessary strength to withstand aerodynamic loads and vibrations during deployment. In contemporary designs, particularly on aircraft such as the Airbus A320 family, carbon fiber reinforced composites, often using prepreg materials for skins, have become prevalent to achieve lightweight strength and reduce overall aircraft weight without compromising structural integrity. These composites offer a high strength-to-weight ratio, enabling thinner panels that maintain rigidity under operational stresses.^[26]^[27]^[24] The hinge mechanism consists of pivot assemblies attached to the wing's rear spar, designed to allow smooth rotation of the panel while minimizing aerodynamic gaps that could lead to airflow leakage and increased drag. Seals, often integrated into the hinge line, prevent such leakage by conforming to the panel's movement, ensuring a tight fit against the wing surface in both deployed and retracted positions. Actuation linkages connect to these pivots but are detailed separately.^[28]^[29]

Actuation Systems

Spoileron actuation systems primarily rely on hydraulic mechanisms in traditional designs, where high-pressure fluid powers linear or rotary actuators to extend the panels upward from the wing surface. These actuators, often operating at pressures around 3000 psi, enable rapid deployment to disrupt airflow and provide roll control when used asymmetrically.^[30] In older jet aircraft, hydraulic systems sourced from engine-driven pumps deliver the necessary force for quick response times, typically achieving deflections of 20-30 degrees in less than one second to meet flight control demands.^[6] In modern aircraft, fly-by-wire (FBW) integration has transformed spoileron control by replacing mechanical linkages with electronic signals from flight control computers. These digital commands allow for variable deflection angles based on airspeed, flight phase, and pilot inputs, optimizing roll authority while minimizing drag.^[30] Electro-hydraulic servoactuators combine hydraulic power with electronic feedback for smooth, proportional movement, ensuring spoilerons respond instantaneously to FBW directives without direct mechanical connections to the cockpit.^[31] Redundancy is a core feature to mitigate single-point failures, with dual hydraulic systems and multiple actuators per spoileron panel providing backup power and isolation from faults.^[30] Fail-safe designs, such as spring-loaded retraction or blowdown to a neutral position upon power loss, prevent unintended asymmetric deployment that could induce unwanted roll.^[30] Quadruple-redundant digital computers in FBW setups further enhance reliability by cross-checking signals and reverting to analog backups if needed.^[30] Synchronization ensures coordinated operation with adjacent control surfaces, using mechanical linkages, electronic servo motors, or follow-up sensors to align spoileron movement with ailerons for balanced roll without adverse yaw.^[6] This integration ties into the overall flight control architecture, where spoilerons may interface with rudder inputs for yaw-roll coupling, maintaining stability across regimes.^[30] Structural hinges from the wing assembly provide the pivot points for these actuated panels, allowing seamless deflection without compromising airfoil integrity.^[6]

Operation

Symmetric Use

In symmetric use, spoilerons are deployed equally on both wings to perform non-directional aerodynamic functions, primarily increasing drag and reducing lift without inducing roll. This mode allows pilots to manage descent rates and airspeed during approach phases, enabling a steeper glide path while maintaining a constant speed, which is particularly useful for aligning with runways or adjusting to air traffic control instructions. By symmetrically disrupting airflow over the upper wing surface, spoilerons generate additional form drag and diminish the wing's lift coefficient, facilitating controlled altitude loss without the need to increase pitch attitude or power settings.^[32] Post-touchdown, spoilerons often serve as ground spoilers, deploying fully upon weight-on-wheels detection to maximize drag and eliminate residual lift, thereby transferring the aircraft's weight to the landing gear for enhanced wheel braking effectiveness and to prevent floating or bouncing during rollout. This deployment significantly shortens the required stopping distance, especially on contaminated runways, by augmenting the friction between tires and surface while reverse thrust and brakes are active. In aircraft like the Boeing 777, where spoilers function as spoilerons, this symmetric ground mode ensures rapid deceleration without compromising directional stability.^[1]^[33] As lift dumpers during landing, spoilerons typically deflect between 30 and 60 degrees from the wing surface, abruptly reducing lift and steepening the effective glide slope by increasing the descent angle without accelerating the aircraft. This range of deflection—often around 50 degrees for maximum effect—optimizes the transition from flare to ground roll, minimizing float and improving touchdown precision. Such deployment is automated in many modern aircraft to coincide with main gear contact, ensuring immediate aerodynamic unloading.^[34]^[35] Spoilerons in symmetric mode complement high-lift devices like flaps by counteracting the increased lift generated during approach, allowing pilots to maintain a stable configuration without excessive drag buildup from flaps alone. While flaps extend to boost low-speed lift for slower, safer landings, symmetric spoileron deployment fine-tunes the overall aerodynamic balance, preventing speed excursions and supporting a consistent descent profile until touchdown. This integration enhances operational flexibility, particularly in variable wind conditions, without interfering with flap-induced camber changes.^[36]

Asymmetric Use for Roll Control

In asymmetric use, spoilerons are deployed on one wing to generate roll torque by creating an imbalance in lift and drag across the wings. For instance, to initiate a right roll, the spoileron on the right wing extends upward, disrupting airflow over that wingtip and reducing lift while increasing drag, which causes the right wing to descend relative to the left. This differential produces a rolling moment around the aircraft's longitudinal axis without the adverse yaw often associated with traditional ailerons.^[1]^[6] Spoilerons frequently serve an augmentation role alongside smaller ailerons, particularly at high speeds where conventional aileron deflection can lead to control reversal due to aeroelastic wing twist. By deploying spoilerons inboard or mid-span, they provide effective roll authority without exacerbating tip loading, thus maintaining control effectiveness in transonic or supersonic regimes. Aircraft like the Boeing B-52 rely almost exclusively on spoilerons for this purpose, as their large wingspan and high-speed requirements make traditional ailerons less viable.^[2]^[1] This asymmetric deployment is commonly employed during turns, where coordinated bank angles are needed, and especially at high Mach numbers when ailerons may lose effectiveness from tip stall—where the outer wing sections stall first, reversing the intended roll. In such conditions, spoilerons ensure reliable roll response by targeting lift reduction away from the tips, enhancing overall maneuverability.^[2]^[37] Pilot inputs via the control wheel or stick deflection directly trigger spoileron actuation, often through hydraulic or fly-by-wire systems that synchronize deployment with aileron movement. Typically, partial extensions of 10-15 degrees occur on the descending wing to achieve the desired roll rate, with the system programmed to prioritize roll commands over other functions like speedbrake use. For example, on the Boeing 737, spoilerons rise on the down-going wing above a certain aileron deflection threshold, providing seamless integration.^[38]^[2]

Advantages

Aerodynamic Efficiency

Spoilerons contribute to aerodynamic efficiency by freeing up trailing-edge space on the wing, which would otherwise be occupied by conventional ailerons. This allows for the implementation of full-span or larger flaps, enhancing the wing's high-lift capabilities during takeoff and landing. By extending flaps across a greater portion of the wing span without interference from aileron mechanisms, aircraft can achieve improved maximum lift coefficients, supporting shorter runways and better low-speed performance.^[39] In high-speed flight, particularly on swept or delta wings, spoilerons offer superior suitability compared to traditional ailerons, which are prone to reversal phenomena above Mach 0.8 due to aeroelastic twisting that diminishes roll control effectiveness. Spoilerons mitigate this issue by generating roll through localized drag and lift disruption rather than torque on the wing structure, maintaining control authority on flexible, high-aspect-ratio designs without inducing significant twisting moments. This makes them particularly advantageous for transonic and supersonic aircraft, where conventional ailerons would compromise stability.^[14]^[40] The design of spoilerons also results in reduced weight relative to full aileron systems, as they eliminate the need for complex trailing-edge hinges and balances, simplifying the overall control surface architecture and minimizing structural reinforcements. This weight savings, often realized through fewer moving parts and rearward placement that preserves wing torque box integrity, can enhance overall aircraft efficiency by lowering the empty weight and improving climb performance. Additionally, when stowed during cruise, spoilerons lie flush with the wing surface, producing minimal additional drag and supporting optimal fuel efficiency by avoiding the gaps or protrusions inherent in hinged ailerons.^[40]^[14]

Control Effectiveness

Spoilerons significantly enhance aircraft maneuverability and stability by delivering reliable roll control in challenging flight regimes, where traditional ailerons may diminish in performance. During stall recovery, spoilerons preserve roll authority by directly disrupting lift on the affected wing, thereby countering the loss of aileron effectiveness that occurs when the down-deflected aileron promotes tip stall.^[41] This mechanism allows pilots to maintain directional control and execute recovery maneuvers more effectively, as evidenced in aircraft like the Mitsubishi MU-2, where spoilers provide outstanding roll control at low speeds and into the stall.^[41] At high angles of attack, spoilerons prove particularly valuable for post-stall maneuvers in fighter aircraft, sustaining effectiveness where ailerons falter due to flow separation. Configurations incorporating slots or deflectors behind spoilers extend their utility up to angles of 24 degrees, compared to 13 degrees for plain spoilers, enabling robust roll performance in these conditions.^[14] This capability supports agile operations with enhanced tactical responsiveness. Spoilerons eliminate adverse yaw inherent in conventional aileron use, as their drag-based roll generation avoids the differential induced drag that causes yaw opposite to the turn.^[6] This results in more coordinated turns without requiring additional rudder input, improving overall stability during maneuvers. In hybrid systems combining spoilerons with ailerons, the former augment the latter's authority, particularly at higher speeds or when aileron size is limited for structural reasons. For instance, in transport aircraft like the Boeing 737, flight spoilers provide the major portion of roll control authority, effectively boosting overall roll response by assisting the ailerons in lift reduction on the rising wing.^[1]

Disadvantages

Drag and Lift Effects

The deployment of spoilerons, particularly in asymmetric configurations for roll control, induces significant aerodynamic penalties by disrupting the airflow over the wing. Asymmetric use elevates one spoileron, creating flow separation on the affected wing section, which increases induced drag through the generation of additional vortices and turbulence. This significantly increases the total aircraft drag, thereby reducing the glide ratio and compromising fuel efficiency during prolonged maneuvers.^[42]^[43] In terms of lift effects, the raised spoileron spoils airflow, leading to a reduction of up to 50% in local lift on the deployed side, which diminishes the overall wing lift and necessitates higher angles of attack to maintain altitude. This lift asymmetry in turns can result in increased sink rates, exacerbating descent during banking maneuvers and requiring compensatory inputs from other control surfaces.^[42] Buffeting arises from the violent flow separation induced by high spoileron deflections, producing vibrations that propagate through the airframe and can affect structural integrity and passenger comfort in civil applications. These oscillations stem from unsteady pressure fluctuations in the separated wake, often noticeable at moderate to high speeds where dynamic pressures amplify the effect.^[14] At low speeds, spoilerons become ineffective due to insufficient dynamic pressure, which fails to generate the necessary flow disruption for adequate lift spoiling or drag augmentation; at low airspeeds, control authority diminishes, limiting their utility in slow flight regimes such as approach or landing.^[7]^[14]

Operational Limitations

Spoilerons derive their roll authority from the disruption of airflow over the wing, which is highly dependent on dynamic pressure and thus requires relatively high airspeeds for effective deployment. At lower speeds, such as during takeoff or approach phases, their control effectiveness diminishes, necessitating a fallback to traditional ailerons to maintain adequate roll response.^[1]^[38] System failures in spoileron actuation, particularly a single-side jam or unintended deployment, pose a risk of asymmetric lift loss leading to sudden roll moments that could challenge pilot control. Such hazards are mitigated through interlock mechanisms that synchronize bilateral operation and prevent erroneous extension, often integrated with redundant hydraulic or electronic monitoring systems to isolate faults.^[38]^[44] Maintenance of spoileron components is critical due to the vulnerability of seals and hinges to accelerated wear from cyclic loading and exposure to adverse conditions, including icing that can form on leading edges and restrict panel movement. In icing-prone environments, routine inspections and de-icing protocols are essential to preserve hinge integrity and seal functionality, preventing binding or leakage that could degrade performance.^[45] Regulatory certification under FAA 14 CFR Part 25 and EASA CS-25 standards emphasizes redundancy in spoileron systems, requiring extensive testing to verify safe operation under asymmetric fault conditions, such as partial deployment or power loss, to ensure continued controllability without catastrophic loss. These evaluations include simulated failure modes to confirm that no single fault results in uncontrollable roll tendencies.^[46]

Applications

Military Aircraft

The Panavia Tornado incorporates asymmetric spoilers for roll control, particularly suited to its variable-sweep wings that adjust for different flight regimes, and entered operational service in 1979.^[47]^[48] Combined with tailerons, these spoilers provide reliable lateral control without traditional ailerons, supporting the aircraft's multirole capabilities in high-performance environments.^[49] The Boeing B-52 Stratofortress relies exclusively on spoilerons for roll control due to the flexibility of its wings, which could lead to aileron reversal if traditional ailerons were used.^[2]

Civil and Experimental Aircraft

In subsonic commercial airliners, spoilerons supplement primary aileron systems for enhanced roll control during turns, improving efficiency by reducing the need for large aileron deflections that could induce adverse yaw. The Boeing 787 Dreamliner, certified in 2011, incorporates spoilerons with its flaperons to achieve precise roll rates in efficient turns, particularly at cruise speeds, while also supporting speed brake functions.^[50] Experimental applications of spoilerons date back to NASA research in the mid-20th century, focusing on their use for boundary layer control and roll effectiveness on flexible, thin wings in lifting body configurations. During 1960s tests with X-planes and lifting bodies, spoiler-type ailerons demonstrated high reversal speeds and stability benefits for unconventional airframes, informing designs for future reentry vehicles.^[14] In gliders and unmanned aerial vehicles (UAVs), asymmetric spoiler deployment provides precise roll control for landing and maneuvering without compromising structural integrity. Sailplanes like Schempp-Hirth models employ Schempp-Hirth-type airbrakes, which function as spoilerons when deployed differentially to induce roll tendencies during precise approach rolls. Similarly, experimental UAV designs integrate multi-purpose spoiler mechanisms for roll control and high-endurance flight, allowing steep descents and agile turns in constrained environments.^[51]^[22]

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Jul 1, 2006 · The spoiler is a multifunctional flight control surface with three main functions: in-flight airbraking for speed reduction; in-flight roll control.
[36]
737NG Ground Spoilers Anomaly? - PPRuNe Forums
Feb 14, 2013 · On "normal" NGs the flight spoilers only move to 33 or 38° deflection, only the ground spoilers move to 52/60 degrees. On the SFP all spoilers, ...Missing: typical | Show results with:typical
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How Do Aircraft Spoilers & Speed Brakes Work? - Simple Flying
Nov 6, 2022 · The spoiler panels, when they are extended in flight, act as speed brakes which helps to increase the rate of descent of the aircraft.
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Spoilers | IVAO Documentation Library
Spoilers are often used for roll control. Sometimes they are called spoilerons. They are deployed asymmetrically to augment the ailerons on each wing to bank ...<|control11|><|separator|>
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Flight Controls - The Boeing 737 Technical Site
Flight spoilers are capable of 60 degree deflection on touchdown by addition of increased stroke actuators. This compares to the current 33/38 degrees and ...
[40]
Can you explain the purpose of spoilerons on large commercial ...
Feb 26, 2024 · Spoilers are devices to reduce lift on an airfoil. Spoiler (aeronautics) - Wikipedia. Device for reducing lift and increasing drag on aircraft ...Missing: definition | Show results with:definition
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What are spoilers used for on a plane, and when are they used?
Jun 20, 2017 · The need for more wing is addressed by full-span flaps that extend to 40 degrees. ... “Spoileron” refers to a wing spoiler that is used to roll ...<|separator|>
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https://ntrs.nasa.gov/api/citations/19790013867/downloads/19790013867.pdf
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[PDF] MU-2 Comments - Federal Aviation Administration
Sep 12, 2005 · Hand motion from the power to the gear switch to the spoileron trim, while holding 8 degrees deck angle, is executed in concert as one ...
[44]
[PDF] Low-Speed Wind-Tunnel Investigation of Flight Spoilers as Trailing ...
This configuration reduced induced rolling moment on the trailing-wing model by 65 percent and increased drag coefficient on the transport aircraft model by ...
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[PDF] Investigation of Spoiler Ailerons for use as Speed Brakes or Glide ...
Another functional advantage obtainable with spoiler-aileron brakes is the possible use of the ailerons as a gust-alleviation device. Because of the relatively ...
[46]
Troubleshooting Classic Learjet Spoileron Systems - Duncan Aviation
STEP ONE: Ground Spoilers. Only a few components are required for proper ground spoiler deployment: Spoiler solenoid; Spoiler actuators; Switch in the pedestal.Before You Begin · Step One: Ground Spoilers · Step Three: Spoileron ModeMissing: actuation | Show results with:actuation
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https://www.eamtc.org/wp-content/uploads/2010/06/TM11.1.1-2_Aeroplane-Aerodynamics_and_Flight_Controls.pdf
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14 CFR Part 25 -- Airworthiness Standards: Transport Category ...
This regulation shall provide the basis for approval by the Administrator of modifications of individual Douglas DC-3 and Lockheed L-18 airplanes.Missing: spoileron | Show results with:spoileron
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F-16 Fighting Falcon > Air Force > Fact Sheet Display - AF.mil
The F-16 Fighting Falcon is a compact, multi-role fighter aircraft. It is highly maneuverable and has proven itself in air-to-air combat and air-to-surface ...Missing: spoilerons | Show results with:spoilerons
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[PDF] development of an active fly-by-wire flight control system
This paper presents a summary of the YF-16 flight control system. The basic functions of the flight control system are discussed, as well as the unique ...
[51]
[PDF] Aviation Module 11 Aerodynamics, Structures & Systems - EAMTC
The Tornado fighter for instance achieves roll control only by roll spoilers and tailerons. No traditional ailerons are installed. Modern canard equipped ...
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40 years of outstanding performance | Rolls-Royce
Having entered service in 1979, the Panavia Tornado remains Europe's largest military aircraft co-operation programme.
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Flight Controls - Tornado-data
Spoilers, The spoilers are used for roll control and upon landing to break up the flow of air over the wing. Tailerons, The tailerons can be considered as ...
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[PDF] Eurofighter Typhoon - SLDinfo.com
FLIGHT CONTROL SYSTEM (FCS). The FCS is a full authority, quadruplex digital Fly-by-Wire. System that provides: • Stability and control augmentation.
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The Programme | Eurofighter Typhoon
Between 2003 and 2005 the Eurofighter Typhoon was introduced into service across the four core Nation's Air Forces. During this period the aircraft received ...Missing: date | Show results with:date
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Why didn't the Concorde have flaps or slats? - Quora
Jan 1, 2020 · ... roll control. The spoilers on the wing also aided in roll control. This picture shows the spoilers on the right side providing down force on ...
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Concorde Elevons and Rudder
Concorde is controlled in pitch and roll by 6 elevons, and in yaw by 2 rudders. The pilots control column movements are the same for Concorde as in any other ...Missing: spoilerons | Show results with:spoilerons
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787 Spoilers And Ailerons - Airliners.net
Jan 15, 2013 · The 787 has an "autodrag" function which uses the ailerons and 2 outboard-most spoilers to automatically spoil lift / add drag when the airplane is above the ...
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[PDF] Glider Flying Handbook - Federal Aviation Administration
Spoilers or dive brakes that deploy asymmetrically, result in yaw and roll tendencies. 34431. If an asymmetric spoiler or dive brake extension occurs and the ...