Flaperons

[derg]

On the inboard and outboard ailerons. The 727 had a set of both. The outboard ailerons were used in addition to the inboards for flight at low speeds and only the inboards were used in the high speed flight regime.

 

[TonyC]

I suppose I should offer a post on topic since I stuck my nose in the thread.

To any "heavy" 767,777 pilots or anyone in the know that wants to answer. What are "flaperons" used for? Also as a pilot when would you select them or not select them for landing or takeoff.

First, let me say that I have never flown an airplane that had a flight control called a flaperon. However, it can be reasoned that the control in question must be some hybrid of a flap, which is used to change the camber of a wing, and is usually employed to allow flight at lower speeds for takeoff, approach, and landing, and an aileron, which is used to roll the airplane.

If that's the case, such a hybrid is employed on the MD-11, but it doesn't use the same name. On the MD-11, the ailerons can be displaced downward symmetrically, like flaps, for takeoff to improve takeoff performance. They are called "Deflected Ailerons." I suspect, Max, that these mimic the flight controls you're talking about.

From a certain MD-11 Flight Manual:

DEFLECTED AILERONS​

Deflected Ailerons provide improved takeoff performance.
For takeoff only, the neutral position of the ailerons will​

be:

• 15 degree trailing edge down on the outboard

ailerons.
• 11.5 degree trailing edge down on the inboard
ailerons.​

​

During all phases of flight except takeoff, the neutral​

position of the ailerons will be:

• 4 degree droop trailing edge down on the outboard

ailerons.
• 0 degree (faired) on the inboard ailerons.​

​

Deflected Ailerons are available at all Dial-a-Flap takeoff

settings. Also available with Deflected Ailerons is
an additional takeoff flap setting of 28 degrees.​

The electrical command for aileron deflection is enabled
by nose gear compression. Once enabled, the
signal to the actuator will be sent when the FLAP/
SLAT handle is placed in the takeoff flap range. In this
configuration the aileron deflection can be removed by
placing the FLAP/SLAT handle in a setting other than
takeoff flap range. Repositioning the FLAP/SLAT handle
back into the takeoff flap range while the aircraft is
still on the ground will command the aileron surface to
the deflected position.​

After takeoff (nose gear strut no longer compressed)
the aileron deflection will remain in place until the
FLAP/SLAT handle is moved out of the takeoff flap
range, as is the case in normal wing cleanup. When
the FLAP/SLAT handle is moved from the takeoff flap​

range, the ailerons will return to the baseline aileron

configuration (4 degree droop on outboards and 0 degree
on inboards). It will not be possible to return to
the aileron deflected position until nosewheel compression
and the FLAP/SLAT handle is returned to the
takeoff flap range. This means that landings will be
performed in the baseline aileron configuration.​

In layman's terms, extra lift for takeoff is provided by deflecting the neutral point for the ailerons downward at the same time that the flaps are extended downward. They work as both flaps and ailerons.

I know that "flaperons" are high speed ailerons used in flight that can double as flaps on takeoff or landing.

By mentioning "high speed," you are evoking comment on a completely different topic. Most transport category airplanes with swept wings will have two sets of ailerons, inboard and outboard. Because the drag caused by deflecting the ailerons imposes a twisting force on the wing, the outboard ailerons are normally "locked out" in some fashion at higher speeds.

I believe that your question about flaperons is unrelated to this consideration or feature.

In my journeys when flying commercially on 767's I have seen them selected on takeoff or landing or not selcted for both and always wondered why..care to explain?

Performance.




.

 

[fender_jag]

The rule you cite about h is also a bit more complicated. But again, it depends on the sound. It would be an honor (h is not sounded) ... Perhaps you should consult a history textbook (h is sounded) ... This will take an hour (h is not sounded) ...






Do we need to change the title of this thread?





.

The letter h is more complicated. I think either a or an could suitably be used to precede the word historic (a historic... an historic...)

 

[TonyC]

The letter h is more complicated. I think either a or an could suitably be used to precede the word historic (a historic... an historic...)

Indeed, that's why I said it's a bit more complicated. It's at this point that we encounter various "camps" and opinions.


We agree that there's more to the selection than the first letter of the word the article precedes.





.

 

[derg]

I like eggs.

 

[Maximilian_Jenius]

I suppose I should offer a post on topic since I stuck my nose in the thread.



First, let me say that I have never flown an airplane that had a flight control called a flaperon. However, it can be reasoned that the control in question must be some hybrid of a flap, which is used to change the camber of a wing, and is usually employed to allow flight at lower speeds for takeoff, approach, and landing, and an aileron, which is used to roll the airplane.

If that's the case, such a hybrid is employed on the MD-11, but it doesn't use the same name. On the MD-11, the ailerons can be displaced downward symmetrically, like flaps, for takeoff to improve takeoff performance. They are called "Deflected Ailerons." I suspect, Max, that these mimic the flight controls you're talking about.

From a certain MD-11 Flight Manual:



In layman's terms, extra lift for takeoff is provided by deflecting the neutral point for the ailerons downward at the same time that the flaps are extended downward. They work as both flaps and ailerons.




By mentioning "high speed," you are evoking comment on a completely different topic. Most transport category airplanes with swept wings will have two sets of ailerons, inboard and outboard. Because the drag caused by deflecting the ailerons imposes a twisting force on the wing, the outboard ailerons are normally "locked out" in some fashion at higher speeds.

I believe that your question about flaperons is unrelated to this consideration or feature.





Performance.




.

Wow thanks for all the detailed info TonyC,Typhoonpilot and Dugie8.

TonyC though called a different name "deflect alierons" from the description they sound very similar to "flaperons" on Boeing aircraft. But from the description not sure if there used for landing.

 

[Maximilian_Jenius]

Here is another good example of "flaperon."

 

[Dugie8]

Here is another good example of "flaperon."

AHHH
I see what you are looking at. The actual ailerons are outboard of the "smaller" flaps, and the inboard aileron is right behind the engine.

 

[Maximilian_Jenius]

AHHH
I see what you are looking at. The actual ailerons are outboard of the "smaller" flaps, and the inboard aileron is right behind the engine.

Yup..the inboard ailerons (behind the engine) are drooped and acting as flaps for slow speed flight!

 

[Dugie8]

Yup..the inboard ailerons (behind the engine) are drooped and acting as flaps for slow speed flight!

Notice it is not deflected down very much, most likely to stay out of the jet blast and reduce wear and tear on it.

DC-8 has a similiar thing, altough it is not an aileron of any kind but an exhaust gate : http://www.airliners.net/open.file/1030161/L/
The little "flap" looking things that are parallel to the ground on the aft end of the flaps just behind the inboard engines.

 

[Maximilian_Jenius]

Notice it is not deflected down very much, most likely to stay out of the jet blast and reduce wear and tear on it.

DC-8 has a similiar thing, altough it is not an aileron of any kind but an exhaust gate : http://www.airliners.net/open.file/1030161/L/
The little "flap" looking things that are parallel to the ground on the aft end of the flaps just behind the inboard engines.

Word...as my man JH would say! From what Typhoonpilot said the "flaperons" droop at varying degrees depending on what degree of flaps are selected. If I implied that they drooped as low as the flaps I apoligize!

 

[desertdog71]

Sorry, to dig this old topic back up, but I had seen this before and not looked at it.

Yesterday I was checking out some things, getting the lay of the land in the Twin Comanche. I noticed that it has Flaperons.

When you deploy the flaps, the ailerons also deflect downward. Not to the degree that the flaps do, but they definately do deploy. I am not sure this will have much eefect on the responsiveness of the ailerons, since they still operate at the same movement ratio as when in the up position.

Just kind of cool to see them in person.

 

[Maximilian_Jenius]

Sorry, to dig this old topic back up, but I had seen this before and not looked at it.

Yesterday I was checking out some things, getting the lay of the land in the Twin Comanche. I noticed that it has Flaperons.

When you deploy the flaps, the ailerons also deflect downward. Not to the degree that the flaps do, but they definately do deploy. I am not sure this will have much eefect on the responsiveness of the ailerons, since they still operate at the same movement ratio as when in the up position.

Just kind of cool to see them in person.

Take a picture please. I didn't know that "flaperons" were on any GA aircraft.