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All turns are coordinated by use of ailerons, rudder, and elevator. Applying aileron pressure is necessary to place the aircraft in the desired angle of bank, while simultaneous application of rudder pressure is necessary to counteract the resultant adverse yaw. Additionally, because more lift is required during a turn than when in straight-and-level flight, the angle of attack (AOA) must be increased by applying elevator back pressure. The steeper the turn, the more elevator back pressure is needed.
As the desired angle of bank is established, aileron and rudder pressures should be relaxed. This stops the angle of bank from increasing, because the aileron and rudder control surfaces are in a neutral and streamlined position. Elevator back pressure should be held constant to maintain altitude. The roll-out from a turn is similar to the roll-in, except the flight controls are applied in the opposite direction. Aileron and rudder are applied in the direction of the roll-out or toward the high wing. As the angle of bank decreases, the elevator back pressure should be relaxed as necessary to maintain altitude.
In an attempt to reduce the effects of adverse yaw, manufacturers have engineered four systems: differential ailerons, frise-type ailerons, coupled ailerons and rudder, and flaperons. Differential Ailerons
With differential ailerons, one aileron is raised a greater distance than the other aileron is lowered for a given movement of the control wheel or control stick. This produces an increase in drag on the descending wing. The greater drag results from deflecting the up aileron on the descending wing to a greater angle than the down aileron on the rising wing. While adverse yaw is reduced, it is not eliminated completely. [Figure 5-6]Frise-Type Ailerons
With a frise-type aileron, when pressure is applied to the control wheel or control stick, the aileron that is being raised pivots on an offset hinge. This projects the leading edge of the aileron into the airflow and creates drag. It helps equalize the drag created by the lowered aileron on the opposite wing and reduces adverse yaw. [Figure 5-7]
The frise-type aileron also forms a slot so air flows smoothly over the lowered aileron, making it more effective at high angles of attack. Frise-type ailerons may also be designed to function differentially. Like the differential aileron, the frise-type aileron does not eliminate adverse yaw entirely. Coordinated rudder application is still needed wherever ailerons are applied.Coupled Ailerons and Rudder
Coupled ailerons and rudder are linked controls. This is accomplished with rudder-aileron interconnect springs, which help correct for aileron drag by automatically deflecting the rudder at the same time the ailerons are deflected. For example, when the control wheel or control stick is moved to produce a left roll, the interconnect cable and spring pulls forward on the left rudder pedal just enough to prevent the nose of the aircraft from yawing to the right. The force applied
5-5
F
igure 5-5. Coupled ailerons and rudder.Rudder/Aileron interconnecting springsRudder deflects with ailerons
Figure 5-8. Coupled ailerons and rudder.
Figure 5-9. Flaperons on a Skystar Kitfox MK 7.
N
ose up Tail down Figure 5-6. is the primary control for changing the pitch attitude of an airplane.Control columnAftUp elevatorDownwardaerodynamic forceCG
5-10. The elevator is the primary control for changing the pitch attitude of an airplane.
to the rudder by the springs can be overridden if it becomes necessary to slip the aircraft. [Figure 5-8]Flaperons
Flaperons combine both aspects of flaps and ailerons. In addition to controlling the bank angle of an aircraft like conventional ailerons, flaperons can be lowered together to function much the same as a dedicated set of flaps. The pilot retains separate controls for ailerons and flaps. A mixer is used to combine the separate pilot inputs into this single set of control surfaces called flaperons. Many designs that incorporate flaperons mount the control surfaces away from the wing to provide undisturbed airflow at high angles of attack and/or low airspeeds. [Figure 5-9]Elevator
The elevator controls pitch about the lateral axis. Like the ailerons on small aircraft, the elevator is connected to the control column in the flight deck by a series of mechanical linkages. Aft movement of the control column deflects the trailing edge of the elevator surface up. This is usually referred to as up “elevator.” [Figure 5-10]
The up-elevator position decreases the camber of the elevator and creates a downward aerodynamic force, which is greater than the normal tail-down force that exists in straight-and-level flight. The overall effect causes the tail of the aircraft to move down and the nose to pitch up. The pitching moment occurs about the center of gravity (CG). The strength of the pitching moment is determined by the distance between the CG and the horizontal tail surface, as well as by the aerodynamic effectiveness of the horizontal tail surface. Moving the control column forward has the opposite effect. In this case, elevator camber increases, creating more lift (less tail-down force) on the horizontal stabilizer/elevator. This moves the tail upward and pitches the nose down. Again, the pitching moment occurs about the CG.
　
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