Exactly. This condition can bite you low and real slow, like during a landing flare or thereabouts. Back in the day of "rudder airplanes" when aileron differential was not common, people talked about "aileron reversal" at low speeds. The wing you wanted to go up, with its aileron down, would stall and drop in a seeming reversal of control input. The ailerons are not simply deflectors. When moved, they effectively change the camber of the airfoil and therefore the angle of attack. This is why using rudder to raise a wing while in a stalled or near-stalled condition is taught - the ailerons are kept as neutral as possible. Of course there are many airplanes with ailerons that are effective well into the stall.
On 12/13/2014 10:31 AM, Virgil N.Salisbury via KRnet wrote: > > The downward aileron deflection of the upward going wing will > stall first. > You change the camber of the wing and increase the angle of > attack, Virg > > > On 12/13/2014 8:51 AM, Tinyauto--- via KRnet wrote: >> The idea of differential control having a side advantage of >> reducing the >> chance of stall is nonsense to me. Lets say we are flying along >> checking >> out something on the ground and are in a moderately steep bank of >> maybe 30 de >> grees and allow the airplane to get somewhat slow. It would seem if >> the >> pilot would slam in full deflection that the differential would actually >> cause a stall of the already slower traveling wing on the inside of >> the turn. >> Now I realize if the airplane didn't have differential control and >> the turn >> didn't stay coordinated that the nose of the airplane would blank >> out part >> of the wing and possibly causing a stall. Differential aileron >> helps an >> airplane fly easier (less pilot attention) due to not having to use two >> separate controls to keep flying coordinated. However I am just not >> grasping >> the idea of it "reducing the tendency for the wing to stall" part. Am I >> wrong? >> Kevin Golden >> Harrisonville, MO >> >> >> >> >> >> Differential aileron deflection >> >> >> <http://en.m.wikipedia.org/wiki/File:DifferentialAileron.svg> >> http://upload.wikimedia.org/wikipedia/en/thumb/3/3a/DifferentialAileron.svg/ >> >> 450px-DifferentialAileron.svg.png >> >> Illustration of a Differential aileron >> >> The geometry of most aileron linkages can be configured so as to >> bias the >> travel further upward than downward. By excessively deflecting the >> upward >> aileron, profile drag is increased rather than reduced and >> separation drag >> <http://en.m.wikipedia.org/wiki/Flow_separation> further aids in >> producing >> drag on the inside wing, producing a yaw force in the direction of the >> turn. >> Though not as efficient as rudder mixing, aileron differential is >> very easy >> to implement on almost any airplane and offers the significant >> advantage of >> reducing the tendency for the wing to stall >> <http://en.m.wikipedia.org/wiki/Stall_(flight)> at the tip first by >> limiting the downward aileron deflection and its associated effective >> increase in angle of attack. >> >> Most airplanes use this method of adverse yaw mitigation due to the >> simple >> implementation and safety benefits. >> _______________________________________________ >> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. >> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org >> please see other KRnet info at http://www.krnet.org/info.html >> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to >> change options >> > > > _______________________________________________ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to > change options > >
