This app is only available on the App Store for iOS devices.
iPad Screenshots
Description
DAW Control is a wireless DAW(Digital Audio Workstation) software controller, especially optimized for Apple Logic® and Ableton Live®. DAW Control is compatible with both MAC and Windows. Support RETINA display for The New iPad. (iPad 3)
Daw Control has nice and fast interface. So you can enjoy the work without jerking or any delays.
It is support Logic Control and Mackie Control protocols.
Built-in presets for main layout:
Logic Pro
Ableton Live
Cubase/Nuendo
Fl Studio
Layouts:
Surface
Transport
Other software which supports the Mackie Control protocol will work with the 'Default Mode'
Works without additional server software on OS X 'Tiger' and above.
Also works on Windows XP, Vista, And 7 with solutions such as Tobias Erichsen's 'rtpMIDI' driver.
Software which support Mackie Protocol:
Apple's Logic
Pro Tools
MOTU's Digital Performer (v6.02 upwards)
Cubase/Nuendo
Cakewalk Sonar
Reaper
Ableton Live
Propellerhead Reason/Record
Sony Vegas/Acid Pro
FruityLoops Studio
Presonus Studio One
Adobe Audition
Mackie Tracktion
Final Cut Pro
Daw Control has nice and fast interface. So you can enjoy the work without jerking or any delays.
It is support Logic Control and Mackie Control protocols.
Built-in presets for main layout:
Logic Pro
Ableton Live
Cubase/Nuendo
Fl Studio
Layouts:
Surface
Transport
Other software which supports the Mackie Control protocol will work with the 'Default Mode'
Works without additional server software on OS X 'Tiger' and above.
Also works on Windows XP, Vista, And 7 with solutions such as Tobias Erichsen's 'rtpMIDI' driver.
Software which support Mackie Protocol:
Apple's Logic
Pro Tools
MOTU's Digital Performer (v6.02 upwards)
Cubase/Nuendo
Cakewalk Sonar
Reaper
Ableton Live
Propellerhead Reason/Record
Sony Vegas/Acid Pro
FruityLoops Studio
Presonus Studio One
Adobe Audition
Mackie Tracktion
Final Cut Pro
What’s New
Ratings and Reviews
26 Ratings
This app deserve mor attention.
I just bought an iPad Air to read books and to twist some mobile music production stuffs. I have been using Ableton for 3 years and I really wanted a controller mixer all time because I some time had a recording duty. Tweaking with mouse is really messy. I thought that if I buy an iPad I could try some controller app. I first found Touchable which is really expensive for some one doesn’t need all the control. Then I found LK it is really messing, I don’t know it just me or I really got confuse. Then I saw this app. I didn’t expect so much because if some interface look like old school or analog stuff it just happen to be trash. Then I downloaded this app. First time midi connecting is confusing me but not that much. Then when the app directly assign all you knobs and faders directly from my Ableton and I can directly control necessary knob and mixing right away I opened it, I’m just so happy now. What a worth for $3 app!. If some one is reading my review and if her/she is an Ableton user looking for mixer controller (not complete control) you came to the very right place.
Very nice
The layout is one of The best I've seen. I like the transport controls in the lower right so that when I'm standing in front of a microphone in my recording room I can use my right hand to control the transport without blocking the rest of the screen… Something that I cannot do with Logic Remote.
Set up is easy and is very well described in the manual and was not daunting at all. It just works.
What I miss in this control surface is the ability to navigate by markers in Logic Pro. I know there's very little screen real estate left, but that would be a wish of mine. I would love to be able to use the fast forward and rewind buttons to advance or go back by marker.
Set up is easy and is very well described in the manual and was not daunting at all. It just works.
What I miss in this control surface is the ability to navigate by markers in Logic Pro. I know there's very little screen real estate left, but that would be a wish of mine. I would love to be able to use the fast forward and rewind buttons to advance or go back by marker.
Excellent for Digital Performer!
This is exactly what I was looking for! Like many, I am heartbroken that MOTU has apparently stopped development of their DP Control app. This is a fantastic replacement in my opinion. So far, all basic functions are working perfectly for me, including transport, track meters, faders, and Save (yay!). I can delete a track in the DAW and the iPad control surface updates immediately.
The instructions included with the app are clear and very helpful in getting a MacBook network connection working with the iPad. Then, just add a Mackie Control element in the Control Surface Setup in DP, Input Port is “Network-1” and you’re all set! It helps if you have a little bit of experience using Control surfaces with DP, but it’s not hard at all if you follow the instructions in the included manual.
For me, this fills the void left by MOTU’s discontinuation of development of their brilliant DP Control app. I’m really glad I found this. It’s easily the best $3 I’ve spent in a long time.
My thanks to the developer. Good stuff.
The instructions included with the app are clear and very helpful in getting a MacBook network connection working with the iPad. Then, just add a Mackie Control element in the Control Surface Setup in DP, Input Port is “Network-1” and you’re all set! It helps if you have a little bit of experience using Control surfaces with DP, but it’s not hard at all if you follow the instructions in the included manual.
For me, this fills the void left by MOTU’s discontinuation of development of their brilliant DP Control app. I’m really glad I found this. It’s easily the best $3 I’ve spent in a long time.
My thanks to the developer. Good stuff.
Information
Requires iOS 7.0 or later. Compatible with iPad.
Supports
Family Sharing
With Family Sharing set up, up to six family members can use this app.
Basic aircraft control surfaces and motion.
Aircraft flight control surfaces are aerodynamic devices allowing a pilot to adjust and control the aircraft's flight attitude.
Development of an effective set of flight control surfaces was a critical advance in the development of aircraft. Early efforts at fixed-wing aircraft design succeeded in generating sufficient lift to get the aircraft off the ground, but once aloft, the aircraft proved uncontrollable, often with disastrous results. The development of effective flight controls is what allowed stable flight.
This article describes the control surfaces used on a fixed-wing aircraft of conventional design. Other fixed-wing aircraft configurations may use different control surfaces but the basic principles remain. The controls (stick and rudder) for rotary wing aircraft (helicopter or autogyro) accomplish the same motions about the three axes of rotation, but manipulate the rotating flight controls (main rotor disk and tail rotor disk) in a completely different manner.
- 1Development
- 2Main control surfaces
- 2.4Secondary effects of controls
- 3Secondary control surfaces
- 4Control trimming surfaces
- 4.1Elevator trim
Development[edit]
The Wright brothers are credited with developing the first practical control surfaces. It is a main part of their patent on flying.[1] Unlike modern control surfaces, they used wing warping.[2] In an attempt to circumvent the Wright patent, Glenn Curtiss made hinged control surfaces, the same type of concept first patented some four decades earlier in the United Kingdom. Hinged control surfaces have the advantage of not causing stresses that are a problem of wing warping and are easier to build into structures.
Axes of motion[edit]
Rotation around the three axes
An aircraft is free to rotate around three axes that are perpendicular to each other and intersect at its center of gravity (CG). To control position and direction a pilot must be able to control rotation about each of them.
Transverse axis[edit]
The transverse axis, also known as lateral axis,[3] passes through an aircraft from wingtip to wingtip. Rotation about this axis is called pitch. Pitch changes the vertical direction that the aircraft's nose is pointing. The elevators are the primary control surfaces for pitch.
Longitudinal axis[edit]
The longitudinal axis passes through the aircraft from nose to tail. Rotation about this axis is called roll.[3] The angular displacement about this axis is called bank.[4] The pilot changes bank angle by increasing the lift on one wing and decreasing it on the other. This differential lift causes rotation around the longitudinal axis. The ailerons are the primary control of bank. The rudder also has a secondary effect on bank.
Vertical axis[edit]
The vertical axis passes through an aircraft from top to bottom. Rotation about this axis is called yaw.[3] Yaw changes the direction the aircraft's nose is pointing, left or right. The primary control of yaw is with the rudder. Ailerons also have a secondary effect on yaw.
It is important to note that these axes move with the aircraft, and change relative to the earth as the aircraft moves. For example, for an aircraft whose left wing is pointing straight down, its 'vertical' axis is parallel with the ground, while its 'transverse' axis is perpendicular to the ground.
Main control surfaces[edit]
The main control surfaces of a fixed-wing aircraft are attached to the airframe on hinges or tracks so they may move and thus deflect the air stream passing over them. This redirection of the air stream generates an unbalanced force to rotate the plane about the associated axis.
Flight control surfaces of Boeing 727
Ailerons[edit]
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. 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.
Elevator[edit]
The elevator is a moveable part of the horizontal stabilizer, hinged to the back of the fixed part of the horizontal tail. The elevators move up and down together. When the pilot pulls the stick backward, the elevators go up. Pushing the stick forward causes the elevators to go down. Raised elevators push down on the tail and cause the nose to pitch up. This makes the wings fly at a higher angle of attack, which generates more lift and more drag. Centering the stick returns the elevators to neutral and stops the change of pitch. Some aircraft, such as an MD-80, use a servo tab within the elevator surface to aerodynamically move the main surface into position. The direction of travel of the control tab will thus be in a direction opposite to the main control surface. It is for this reason that an MD-80 tail looks like it has a 'split' elevator system.
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In the canard arrangement, the elevators are hinged to the rear of a foreplane and move in the opposite sense, for example when the pilot pulls the stick back the elevators go down to increase the lift at the front and lift the nose up.
Rudder[edit]
The rudder is typically mounted on the trailing edge of the vertical stabilizer, part of the empennage. When the pilot pushes the left pedal, the rudder deflects left. Pushing the right pedal causes the rudder to deflect right. Deflecting the rudder right pushes the tail left and causes the nose to yaw to the right. Centering the rudder pedals returns the rudder to neutral and stops the yaw.
Secondary effects of controls[edit]
Ailerons[edit]
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. 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.
Rudder[edit]
The rudder is a fundamental control surface which is typically controlled by pedals rather than at the stick. It is the primary means of controlling yaw—the rotation of an airplane about its vertical axis. The rudder may also be called upon to counter-act the adverse yaw produced by the roll-control surfaces.
If rudder is continuously applied in level flight the aircraft will yaw initially in the direction of the applied rudder – the primary effect of rudder. After a few seconds the aircraft will tend to bank in the direction of yaw. This arises initially from the increased speed of the wing opposite to the direction of yaw and the reduced speed of the other wing. The faster wing generates more lift and so rises, while the other wing tends to go down because of generating less lift. Continued application of rudder sustains rolling tendency because the aircraft flying at an angle to the airflow - skidding towards the forward wing. When applying right rudder in an aircraft with dihedral the left hand wing will have increased angle of attack and the right hand wing will have decreased angle of attack which will result in a roll to the right. An aircraft with anhedral will show the opposite effect.This effect of the rudder is commonly used in model aircraft where if sufficient diheral or polyhedral is included in the wing design, primary roll control such as ailerons may be omitted altogether.
Turning the aircraft[edit]
Unlike turning a boat, changing the direction of an aircraft normally must be done with the ailerons rather than the rudder. The rudder turns (yaws) the aircraft but has little effect on its direction of travel. With aircraft, the change in direction is caused by the horizontal component of lift, acting on the wings. The pilot tilts the lift force, which is perpendicular to the wings, in the direction of the intended turn by rolling the aircraft into the turn. As the bank angle is increased, the lifting force can be split into two components: one acting vertically and one acting horizontally.
If the total lift is kept constant, the vertical component of lift will decrease. As the weight of the aircraft is unchanged, this would result in the aircraft descending if not countered. To maintain level flight requires increased positive (up) elevator to increase the angle of attack, increase the total lift generated and keep the vertical component of lift equal with the weight of the aircraft. This cannot continue indefinitely. The total load factor required to maintain level flight is directly related to the bank angle. This means that for a given airspeed, level flight can only be maintained up to a certain given angle of bank. Beyond this angle of bank, the aircraft will suffer an accelerated stall if the pilot attempts to generate enough lift to maintain level flight.
Alternate main control surfaces[edit]
Some aircraft configurations have non-standard primary controls. For example, instead of elevators at the back of the stabilizers, the entire tailplane may change angle. Some aircraft have a tail in the shape of a V, and the moving parts at the back of those combine the functions of elevators and rudder. Delta wing aircraft may have 'elevons' at the back of the wing, which combine the functions of elevators and ailerons.
Secondary control surfaces[edit]
KLMFokker 70, showing position of flap and liftdumpers flight controls. The liftdumpers are the lifted cream-coloured panels on the wing upper surface (in this picture there are five on the right wing). The flaps are the large drooped surfaces on the trailing edge of the wing.
Spoilers[edit]
Wing trailing edge flight control surfaces of a 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.
Flaps[edit]
Flaps are mounted on the trailing edge on the inboard section of each wing (near the wing roots). They are deflected down to increase the effective curvature of the wing. Flaps raise the maximum lift coefficient of the aircraft and therefore reduce its stalling speed.[5] They are used during low speed, high angle of attack flight including take-off and descent for landing. Some aircraft are equipped with 'flaperons', which are more commonly called 'inboard ailerons'[citation needed]. 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.
Slats[edit]
Slats, also known as leading edge devices, are extensions to the front of a wing for lift augmentation, and are intended to reduce the stalling speed by altering the airflow over the wing. Slats may be fixed or retractable - fixed slats (e.g. as on the Fieseler Fi 156 Storch) give excellent slow speed and STOL capabilities, but compromise higher speed performance. Retractable slats, as seen on most airliners, provide reduced stalling speed for take-off and landing, but are retracted for cruising.
Air brakes[edit]
Air brakes on the rear fuselage of a EurowingsBAe 146-300
Air brakes are used to increase drag. Spoilers might act as air brakes, but are not pure air brakes as they also function as lift-dumpers or in some cases as roll control surfaces. Air brakes are usually surfaces that deflect outwards from the fuselage (in most cases symmetrically on opposing sides) into the airstream in order to increase form-drag. As they are in most cases located elsewhere on the aircraft, they do not directly affect the lift generated by the wing. Their purpose is to slow down the aircraft. They are particularly useful when a high rate of descent is required. They are common on high performance military aircraft as well as civilian aircraft, especially those lacking reverse thrust capability.
Control trimming surfaces[edit]
Trimming controls allow a pilot to balance the lift and drag being produced by the wings and control surfaces over a wide range of load and airspeed. This reduces the effort required to adjust or maintain a desired flight attitude.
Elevator trim[edit]
Elevator trim balances the control force necessary to maintain the correct aerodynamic force on the tail to balance the aircraft. Whilst carrying out certain flight exercises, a lot of trim could be required to maintain the desired angle of attack. This mainly applies to slow flight, where a nose-up attitude is required, in turn requiring a lot of trim causing the tailplane to exert a strong downforce. Elevator trim is correlated with the speed of the airflow over the tail, thus airspeed changes to the aircraft require re-trimming. An important design parameter for aircraft is the stability of the aircraft when trimmed for level flight. Any disturbances such as gusts or turbulence will be damped over a short period of time and the aircraft will return to its level flight trimmed airspeed.
Trimming tail plane[edit]
Except for very light aircraft, trim tabs on the elevators are unable to provide the force and range of motion desired. To provide the appropriate trim force the entire horizontal tail plane is made adjustable in pitch. This allows the pilot to select exactly the right amount of positive or negative lift from the tail plane while reducing drag from the elevators.
Control horn[edit]
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.
(In radio controlled model aircraft, the term 'control horn' has a different meaning.)[6][7]
Spring trim[edit]
In the simplest arrangement trimming is done by a mechanical spring (or bungee) which adds appropriate force to augment the pilot's control input. The spring is usually connected to an elevator trim lever to allow the pilot to set the spring force applied.
Rudder and aileron trim[edit]
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.
See also[edit]
Notes[edit]
- ^Patents
- U.S. Patent 821,393 — Flying machine — O. & W. Wright
- U.S. Patent 821,393—for those who do not have USPTO graphics plugin
- ^*Centennial of flightArchived 2008-05-05 at the Wayback Machine - illustration of Wilbur Wright invention of wing warping using a cardboard box
- ^ abc'MISB Standard 0601'(PDF). Motion Imagery Standards Board (MISB). Retrieved 1 May 2015. Also at File:MISB Standard 0601.pdf.
- ^Clancy, L.J. Aerodynamics, Section 16.6
- ^Clancy, L.J. Aerodynamics Chapter 6
- ^'Servo Control'
- ^Model Aircraft: control horn FAQArchived 2013-05-13 at the Wayback Machine
References[edit]
- Private Pilot Manual; Jeppesen Sanderson; ISBN0-88487-238-6 (hardcover, 1999)
- Airplane Flying Handbook; U.S. Department of Transportation, Federal Aviation Administration, FAA-8083-3A. (2004)
- Clancy, L.J. (1975) Aerodynamics Pitman Publishing Limited, London ISBN0-273-01120-0
External links[edit]
Wikimedia Commons has media related to Flight control surfaces. |
- See How It Flies By John S. Denker. A new spin on the perceptions, procedures, and principles of flight.
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Flight_control_surfaces&oldid=894946042'
Basic aircraft control surfaces and motion.
Aircraft flight control surfaces are aerodynamic devices allowing a pilot to adjust and control the aircraft's flight attitude.
Development of an effective set of flight control surfaces was a critical advance in the development of aircraft. Early efforts at fixed-wing aircraft design succeeded in generating sufficient lift to get the aircraft off the ground, but once aloft, the aircraft proved uncontrollable, often with disastrous results. The development of effective flight controls is what allowed stable flight.
This article describes the control surfaces used on a fixed-wing aircraft of conventional design. Other fixed-wing aircraft configurations may use different control surfaces but the basic principles remain. The controls (stick and rudder) for rotary wing aircraft (helicopter or autogyro) accomplish the same motions about the three axes of rotation, but manipulate the rotating flight controls (main rotor disk and tail rotor disk) in a completely different manner.
- 1Development
- 2Main control surfaces
- 2.4Secondary effects of controls
- 3Secondary control surfaces
- 4Control trimming surfaces
- 4.1Elevator trim
Development[edit]
The Wright brothers are credited with developing the first practical control surfaces. It is a main part of their patent on flying.[1] Unlike modern control surfaces, they used wing warping.[2] In an attempt to circumvent the Wright patent, Glenn Curtiss made hinged control surfaces, the same type of concept first patented some four decades earlier in the United Kingdom. Hinged control surfaces have the advantage of not causing stresses that are a problem of wing warping and are easier to build into structures.
Axes of motion[edit]
Rotation around the three axes
An aircraft is free to rotate around three axes that are perpendicular to each other and intersect at its center of gravity (CG). To control position and direction a pilot must be able to control rotation about each of them.
Transverse axis[edit]
The transverse axis, also known as lateral axis,[3] passes through an aircraft from wingtip to wingtip. Rotation about this axis is called pitch. Pitch changes the vertical direction that the aircraft's nose is pointing. The elevators are the primary control surfaces for pitch.
Longitudinal axis[edit]
The longitudinal axis passes through the aircraft from nose to tail. Rotation about this axis is called roll.[3] The angular displacement about this axis is called bank.[4] The pilot changes bank angle by increasing the lift on one wing and decreasing it on the other. This differential lift causes rotation around the longitudinal axis. The ailerons are the primary control of bank. The rudder also has a secondary effect on bank.
Vertical axis[edit]
The vertical axis passes through an aircraft from top to bottom. Rotation about this axis is called yaw.[3] Yaw changes the direction the aircraft's nose is pointing, left or right. The primary control of yaw is with the rudder. Ailerons also have a secondary effect on yaw.
It is important to note that these axes move with the aircraft, and change relative to the earth as the aircraft moves. For example, for an aircraft whose left wing is pointing straight down, its 'vertical' axis is parallel with the ground, while its 'transverse' axis is perpendicular to the ground.
Main control surfaces[edit]
The main control surfaces of a fixed-wing aircraft are attached to the airframe on hinges or tracks so they may move and thus deflect the air stream passing over them. This redirection of the air stream generates an unbalanced force to rotate the plane about the associated axis.
Flight control surfaces of Boeing 727
Ailerons[edit]
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. 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.
Elevator[edit]
The elevator is a moveable part of the horizontal stabilizer, hinged to the back of the fixed part of the horizontal tail. The elevators move up and down together. When the pilot pulls the stick backward, the elevators go up. Pushing the stick forward causes the elevators to go down. Raised elevators push down on the tail and cause the nose to pitch up. This makes the wings fly at a higher angle of attack, which generates more lift and more drag. Centering the stick returns the elevators to neutral and stops the change of pitch. Some aircraft, such as an MD-80, use a servo tab within the elevator surface to aerodynamically move the main surface into position. The direction of travel of the control tab will thus be in a direction opposite to the main control surface. It is for this reason that an MD-80 tail looks like it has a 'split' elevator system.
In the canard arrangement, the elevators are hinged to the rear of a foreplane and move in the opposite sense, for example when the pilot pulls the stick back the elevators go down to increase the lift at the front and lift the nose up.
Rudder[edit]
The rudder is typically mounted on the trailing edge of the vertical stabilizer, part of the empennage. When the pilot pushes the left pedal, the rudder deflects left. Pushing the right pedal causes the rudder to deflect right. Deflecting the rudder right pushes the tail left and causes the nose to yaw to the right. Centering the rudder pedals returns the rudder to neutral and stops the yaw.
Secondary effects of controls[edit]
Ailerons[edit]
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. 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.
Rudder[edit]
The rudder is a fundamental control surface which is typically controlled by pedals rather than at the stick. It is the primary means of controlling yaw—the rotation of an airplane about its vertical axis. The rudder may also be called upon to counter-act the adverse yaw produced by the roll-control surfaces.
If rudder is continuously applied in level flight the aircraft will yaw initially in the direction of the applied rudder – the primary effect of rudder. After a few seconds the aircraft will tend to bank in the direction of yaw. This arises initially from the increased speed of the wing opposite to the direction of yaw and the reduced speed of the other wing. The faster wing generates more lift and so rises, while the other wing tends to go down because of generating less lift. Continued application of rudder sustains rolling tendency because the aircraft flying at an angle to the airflow - skidding towards the forward wing. When applying right rudder in an aircraft with dihedral the left hand wing will have increased angle of attack and the right hand wing will have decreased angle of attack which will result in a roll to the right. An aircraft with anhedral will show the opposite effect.This effect of the rudder is commonly used in model aircraft where if sufficient diheral or polyhedral is included in the wing design, primary roll control such as ailerons may be omitted altogether.
Turning the aircraft[edit]
Unlike turning a boat, changing the direction of an aircraft normally must be done with the ailerons rather than the rudder. The rudder turns (yaws) the aircraft but has little effect on its direction of travel. With aircraft, the change in direction is caused by the horizontal component of lift, acting on the wings. The pilot tilts the lift force, which is perpendicular to the wings, in the direction of the intended turn by rolling the aircraft into the turn. As the bank angle is increased, the lifting force can be split into two components: one acting vertically and one acting horizontally.
What Is Control Surface In Thermodynamics
If the total lift is kept constant, the vertical component of lift will decrease. As the weight of the aircraft is unchanged, this would result in the aircraft descending if not countered. To maintain level flight requires increased positive (up) elevator to increase the angle of attack, increase the total lift generated and keep the vertical component of lift equal with the weight of the aircraft. This cannot continue indefinitely. The total load factor required to maintain level flight is directly related to the bank angle. This means that for a given airspeed, level flight can only be maintained up to a certain given angle of bank. Beyond this angle of bank, the aircraft will suffer an accelerated stall if the pilot attempts to generate enough lift to maintain level flight.
Alternate main control surfaces[edit]
Some aircraft configurations have non-standard primary controls. For example, instead of elevators at the back of the stabilizers, the entire tailplane may change angle. Some aircraft have a tail in the shape of a V, and the moving parts at the back of those combine the functions of elevators and rudder. Delta wing aircraft may have 'elevons' at the back of the wing, which combine the functions of elevators and ailerons.
Secondary control surfaces[edit]
KLMFokker 70, showing position of flap and liftdumpers flight controls. The liftdumpers are the lifted cream-coloured panels on the wing upper surface (in this picture there are five on the right wing). The flaps are the large drooped surfaces on the trailing edge of the wing.
Spoilers[edit]
Wing trailing edge flight control surfaces of a 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.
Flaps[edit]
Flaps are mounted on the trailing edge on the inboard section of each wing (near the wing roots). They are deflected down to increase the effective curvature of the wing. Flaps raise the maximum lift coefficient of the aircraft and therefore reduce its stalling speed.[5] They are used during low speed, high angle of attack flight including take-off and descent for landing. Some aircraft are equipped with 'flaperons', which are more commonly called 'inboard ailerons'[citation needed]. 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.
Slats[edit]
Slats, also known as leading edge devices, are extensions to the front of a wing for lift augmentation, and are intended to reduce the stalling speed by altering the airflow over the wing. Slats may be fixed or retractable - fixed slats (e.g. as on the Fieseler Fi 156 Storch) give excellent slow speed and STOL capabilities, but compromise higher speed performance. Retractable slats, as seen on most airliners, provide reduced stalling speed for take-off and landing, but are retracted for cruising.
Air brakes[edit]
Air brakes on the rear fuselage of a EurowingsBAe 146-300
Air brakes are used to increase drag. Spoilers might act as air brakes, but are not pure air brakes as they also function as lift-dumpers or in some cases as roll control surfaces. Air brakes are usually surfaces that deflect outwards from the fuselage (in most cases symmetrically on opposing sides) into the airstream in order to increase form-drag. As they are in most cases located elsewhere on the aircraft, they do not directly affect the lift generated by the wing. Their purpose is to slow down the aircraft. They are particularly useful when a high rate of descent is required. They are common on high performance military aircraft as well as civilian aircraft, especially those lacking reverse thrust capability.
Control trimming surfaces[edit]
Trimming controls allow a pilot to balance the lift and drag being produced by the wings and control surfaces over a wide range of load and airspeed. This reduces the effort required to adjust or maintain a desired flight attitude.
Elevator trim[edit]
Elevator trim balances the control force necessary to maintain the correct aerodynamic force on the tail to balance the aircraft. Whilst carrying out certain flight exercises, a lot of trim could be required to maintain the desired angle of attack. This mainly applies to slow flight, where a nose-up attitude is required, in turn requiring a lot of trim causing the tailplane to exert a strong downforce. Elevator trim is correlated with the speed of the airflow over the tail, thus airspeed changes to the aircraft require re-trimming. An important design parameter for aircraft is the stability of the aircraft when trimmed for level flight. Any disturbances such as gusts or turbulence will be damped over a short period of time and the aircraft will return to its level flight trimmed airspeed.
Trimming tail plane[edit]
Except for very light aircraft, trim tabs on the elevators are unable to provide the force and range of motion desired. To provide the appropriate trim force the entire horizontal tail plane is made adjustable in pitch. This allows the pilot to select exactly the right amount of positive or negative lift from the tail plane while reducing drag from the elevators.
Control horn[edit]
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.
(In radio controlled model aircraft, the term 'control horn' has a different meaning.)[6][7]
Spring trim[edit]
In the simplest arrangement trimming is done by a mechanical spring (or bungee) which adds appropriate force to augment the pilot's control input. The spring is usually connected to an elevator trim lever to allow the pilot to set the spring force applied.
Rudder and aileron trim[edit]
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.
See also[edit]
Notes[edit]
- ^Patents
- U.S. Patent 821,393 — Flying machine — O. & W. Wright
- U.S. Patent 821,393—for those who do not have USPTO graphics plugin
- ^*Centennial of flightArchived 2008-05-05 at the Wayback Machine - illustration of Wilbur Wright invention of wing warping using a cardboard box
- ^ abc'MISB Standard 0601'(PDF). Motion Imagery Standards Board (MISB). Retrieved 1 May 2015. Also at File:MISB Standard 0601.pdf.
- ^Clancy, L.J. Aerodynamics, Section 16.6
- ^Clancy, L.J. Aerodynamics Chapter 6
- ^'Servo Control'
- ^Model Aircraft: control horn FAQArchived 2013-05-13 at the Wayback Machine
References[edit]
- Private Pilot Manual; Jeppesen Sanderson; ISBN0-88487-238-6 (hardcover, 1999)
- Airplane Flying Handbook; U.S. Department of Transportation, Federal Aviation Administration, FAA-8083-3A. (2004)
- Clancy, L.J. (1975) Aerodynamics Pitman Publishing Limited, London ISBN0-273-01120-0
External links[edit]
Wikimedia Commons has media related to Flight control surfaces. |
- See How It Flies By John S. Denker. A new spin on the perceptions, procedures, and principles of flight.
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