United States Patent (19) 11 Patent Number: 6,079,672 Lam Et Al

USOO6079672A United States Patent (19) 11 Patent Number: 6,079,672 Lam et al. (45) Date of Patent: Jun. 27, 2000

54 AILERON FOR FIXED WING AIRCRAFT 2,665,084 1/1954 Feeney et al...... 244/217 2,791,385 5/1957 Johnson. 76 Inventors: Lawrence Y. Lam, 27013 Woodbrook 3,041,014 6/1962 Gerin. Rd., Rancho Palos Verdes, Calif. 90275; 2. 1: E. et al Michael . s y Hermoso, 4,049,2192Y- - -2 9/1977 Deana C etC al.a ...... 244/217 OSAILOS 11 IIS, UallI. 4,180.222 12/1979 Thornburg. 4,717,097 1/1988 Sepstrup ...... 244/217 21 Appl. No.: 08/993,241 4,720,062 1/1988 Warrink et al. . ... 244/90 R 5,655,737 8/1997 Williams et al...... 244/217 X 22 Filed: Dec. 18, 1997 7 Primary Examiner Robert P. Swiatek 51) Int. Cl.' ...... Bisc 9/00 Attorney, Agent, or Firm-Burns, Doane, Swecker & 52 U.S. Cl...... 244/217; 244/90 R Mathis, LLP 58 Field of Search ...... 244/90 R, 90 A, 244/110 D, 217 57 ABSTRACT 56) References Cited An aircraft aileron System unique in its construction, method of deployment and the functional results obtained, is com U.S. PATENT DOCUMENTS prised of two panels located at the rear portion of the wing, in a Spanwise direction and aligned with the wing's trailing E. to: With edge. The panels are independently hinged at their leading 1875S03 0f1932 Hall edges and rotate to make angular deflections with respect to 1992.157 2/1935 Hall. the wing. The upper, aileron panel is restricted to upward 1992,158 2/1935 Hall. deflection only from its neutral position and in operation is 2,018,546 10/1935 Clark. deployed independently as an aileron. The lower, auxiliary 2,045,269 6/1936 Henderson. flap panel is capable of both upward and downward deflec 2,045,463 6/1936 Hall. tions from its neutral position, and is deployed indepen 2,136,845 11/1938 Fenton ...... 244/217 X dently downward as an auxiliary flap. Both panels are 2,138,326 11/1938 Pouit. deployed together upwardly only as an aileron. 2,152,974 4/1939 Riviere. 2,156,403 5/1939 Riviere. Alternatively, the aileron panel may be capable only of 2,158,092 5/1939 Taylor. upward deployment while the auxiliary flap panel is capable 2,173,538 9/1939 McKellar. of downward deployment only, to provide a simpler aileron 2,241,335 5/1941 Wedberg ...... 244/217 System. For roll control of an aircraft during cruise, the 2,254,304 9/1941 Miller. aileron panel on one Side only is deflected up while the 2,279,615 4/1942 Bugatti. aileron panel on the other Side remains in its neutral position. 2,407,401 9/1946 Clauser et al.. The aileron System, in conjunction with flap arrangements, 2,427,980 9/1947 Stinson et al.. offerS multiple aircraft control function with advantages 2,434,341 1/1948 Anderson ...... 244/217 2,445,833 7/1948 Kraemer et al.. over past and present Systems for aircraft control. 2,582,348 1/1952 Northrop et al.. 2,612,329 9/1952 Crandall et al...... 244/217 22 Claims, 9 Drawing Sheets

10 W

2. 14 16 U.S. Patent Jun. 27, 2000 Sheet 1 of 9 6,079,672 W 12 rto

16 FIG. A - W 2,12 rio 16 FIG. fB

U.S. Patent Jun. 27, 2000 Sheet 2 of 9 6,079,672

FIG. 3A U.S. Patent Jun. 27, 2000 Sheet 3 of 9 6,079,672

FIG. 4C U.S. Patent Jun. 27, 2000 Sheet 4 of 9 6,079,672

U.S. Patent Jun. 27, 2000 Sheet 5 of 9 6,079,672

U.S. Patent Jun. 27, 2000 Sheet 6 of 9 6,079,672

U.S. Patent Jun. 27, 2000 Sheet 7 of 9 6,079,672

U.S. Patent Jun. 27, 2000 Sheet 8 of 9 6,079,672

U.S. Patent Jun. 27, 2000 Sheet 9 of 9 6,079,672

FIG. f6 6,079,672 1 2 ALERON FOR FIXED WING AIRCRAFT tion of conventional ailerons is the most commonly used Solution and provides Some marginal improvement, but has BACKGROUND OF THE INVENTION limitations. Use of Spoilers may obviate adverse yaw, but 1. Field of the Invention Spoilers present their own problems. Spoilers are So named The present invention relates to aircraft flight control because they spoil or effectively eliminate lift. Ailerons devices, and more particularly to wing-mounted control deliver continuously variable changes in lift within their devices. More Specifically, the invention relates to an operational envelopes, whereas Spoilers operate in a step improved aileron System especially Suitable for fixed-wing wise manner, being functionally either on or off, and thus are aircraft which provides a flight control System having difficult to modulate between full and Zero effect. Roll improved efficiency and Versatility. control is difficult to achieve with spoilers without compli 2. Related Art cated Sub-Systems or augmenting devices. Another disadvantage of conventional ailerons is that they Immediately obvious with the invention of the airplane also require commitment of a sizable portion of the trailing was the importance of controlling movement in flight, as an edge of the wing that could otherwise be used for beneficial uncontrollable airborne airplane will Soon crash. Aviators 15 Soon Settled on ailerons for roll control. An aileron is a high-lift devices. Such devices allow lower approach, land hinged panel on the trailing edge of the wing, usually located ing and takeoff speeds, especially advantageous for heavy, at the outboard portion of the wing, which, when deflected high-speed commercial and high-performance military air downwardly, increases the lift of that wing, to roll or bank craft. the airplane into a turn. At the same time, the aileron on the There are Several prior-art devices which, at first glance, other wing is deflected upwardly, to decrease the lift on that may appear very Similar to the present invention. On closer wing and thus augment the rolling motion. The configuration examination, however, none of them yields the Stated results or functional capabilities of this invention. Most of the and application of the conventional aileron System have previously employed devices are designed and applied as changed little, if at all, over more than nine decades Since the drag devices, Such as ground control Spoilers, drag rudders, first fixed-wing aircraft were produced. 25 One of the most objectionable features of conventional dive brakes, or nominal flaps. aileron application is a phenomenon known as "adverse Examples of devices known in the art which are deployed yaw, and Virtually all existing fixed-wing aircraft Suffer upwardly to provide aircraft control may be found in the disadvantageous consequences associated with adverse yaw. following U.S. patents: When a turn is initiated with conventional ailerons, the nose of the airplane turns first in a direction opposite to that of the intended turn. This is usually compensated by using rudder 1,504,663 Wright Aug. 12, 1924 deflection to “coordinate” the turn. The adverse yawing 2,136,845 Fenton Nov. 15, 1938 motion is a direct result of aileron application. While pro 2,138,326 Pouilt Nov. 29, 1938 2,152,974 Riviere April 4, 1939 ducing more lift to bank the airplane into a turn, the 35 2,158,092 Taylor May 16, 1939 downwardly-deflected aileron also produces more drag, 2,254,304 Miller Sept. 2, 1941 which acts momentarily to cause the airplane's nose to turn 2,407,401 Clauser et al. Sept. 10, 1946 in the direction opposite to the intended turn. That is, when 2,791,385 Johnson May 7, 1957 3,120,935 Perrin Feb. 11, 1964 one wing is lifted relative to the other wing by operation of 4,717,097 Sepstrup Jan. 5, 1988 a conventional aileron to bank the airplane into a turn, it is 40 also pulled back away from the turn relative to the wing on the other Side, causing the nose initially to turn, or yaw, in Pouit describes a flap which acts more like a present-day the direction opposite to the turn. This effect becomes Spoiler, to prevent aircraft capsizing. In a variation, the flap increasingly detrimental as the roll rate increases and/or has separate upper and lower elements, of which the upper airspeed decreases. 45 element is simply hinged, and can be extended upwardly Adverse yaw produced by the conventional aileron con only by the upper deflection of the lower, actuated element. tributes to Spin entry. Instinctive application of conventional The upper flap member is not capable of movement inde ailerons during attempted Spin recovery merely aggravates pendent of the lower member. Both wing flaps are operated the Spin condition. When Spinning, an airplane is descending together. Perrin describes a glider control System wherein and turning in a tight spiral flight path. The conventional 50 the aileron has a Secondary aileron which can be extended up aileron is not effective in Spin recovery. In a left hand Spin, to act as a drag rudder for directional yaw control in place for instance, the left wing is down and toward the center of of a rudder. the Spiral. Instinctively, many pilots are tempted to initiate Fenton relates to a device which is basically a flap with right Stick or control yoke movement to roll towards the Small, Subsidiary flaps on the upper and lower trailing edges. right and out of the spin. With conventional ailerons this will 55 The Subsidiary flaps are moved up or down through fixed, deploy the left aileron down and the right aileron up. The left predetermined displacement, to control aircraft roll aileron will create more drag than the form drag caused by movement, with the deployment of the subsidiary flap on the up-going right aileron and the Spin will be further each side of the aircraft controlled Such that when the aggravated. For an airplane equipped with conventional Subsidiary flap on one Side is up, the corresponding Subsid ailerons application of rudder alone is used for Spin recov 60 iary flap on the other Side is down. Due to their Small size, ery. Much of Spin training involves conditioning pilots to the effectiveness of the subsidiary flaps is doubtful. avoid the instinctive attempt to roll out of the Spin. Clauser et al. provides a lateral control arrangement Nonetheless, many pilots have aggravated Spins by attempt having an airfoil member pivoted near the tip of the wing ing Such recoveries with conventional ailerons. which functions as an aileron and a flap, or an “ailerflap,' Various methods and devices have been used to counter 65 and a Second airfoil member, or a "slot lip,' pivoted above adverse yaw. Among them are the differential aileron with its the ailerflap. Each element can pivot up and down about its finite deflection ratio, and the spoiler. The differential varia neutral position. The slot lip regulates the Slot spacing 6,079,672 3 4 between the wing's trailing edge and the leading edge of the aileron System which is simple in design and construction, ailerflap, to alter the lift provided by the ailerflap during and more importantly, in its unique method of deployment takeoff and landing. During flight, lateral control is achieved and the functional results obtained. Other objects of the with the ailerflaps operated conventionally as ailerons. The invention are to provide an aileron System of the foregoing Slot lips move in unison with the ailerflaps, and are not type which: eliminates adverse yaw associated with previous capable of independent upward movement. aileron roll control Systems, provides benefits in Spin avoid ance and Spin recovery; can be deployed for flight path Johnson relates to a landing control System having a control, air braking and as a drag plate; results in a wing spoiler located above a conventional flap. The downwardly which is cleaner, with fewer actuating mechanisms, and is extending flap is used to augment lift, and the upwardly aerodynamically efficient and correct in operation; allows extending spoiler act as a drag plate during landing for the incorporation of full-span flaps and other high-lift approach. The flap and Spoiler on both wings are actuated devices on the trailing edge of a wing, and provides an Simultaneously. overall aircraft control System which is simpler in construc Miller provides a split aileron which is a combination tion and requires fewer components, is less expensive, aileron and flap. Each wing has an aileron extending almost reduces maintenance requirements, reduces weight, and the full span, and a flap pivoted beneath the aileron. The 15 provides the aircraft with lower takeoff and landing Speed aileron functions conventionally, and size of the flap is capabilities, with the advantages attendant therewith. limited to that of the aileron. Wright et al. describes a split The present invention is basically used for roll control of flap arrangement wherein a lower element pivots down as a fixed-wing aircraft around the longitudinal axis. It is a flap and an upper element, which pivots up and down, Serves combination of aerodynamic control Surfaces which deflect as an aileron. Riviere, Taylor and SepStrup disclose Split upwardly only when deployed for roll control. By operating aileron arrangements. these Surfaces judiciously and in conjunction with their Other examples of control surfaces which are formed of counterparts on the other wing, and the flap Systems, many two, Separately hinged Sections and can be deployed favorable results may be obtained for the control of aircraft. together up and down as conventional flaps or ailerons, and 25 The aileron System of the present invention is similar in are also capable of Separating from each other to provide flap shape and external appearance to the conventional aileron, and air brake functions, are described in U.S. Pat. Nos. but its construction and deployment are entirely different. It 2,427,980, 2,445,833, 2,612,329 and 2,582,348. is comprised of two panels located at the rear portion of the More recently flaperons have been employed which func wing, in a Spanwise direction and aligned with the wings tion both as flaps and ailerons, and offer pseudo-full-span trailing edge. The panels may be independently hinged at flaps. They, however, greatly compromise the roll function their leading edges or may be hinged on a common axis and and produce even greater adverse yaw than the conventional rotate to make angular deflections with respect to the wing. aileron when roll function is needed. Spoilers attempt to The upper or aileron panel is deflected upwardly only from achieve objectives similar to those of the present invention, the neutral position, while the lower, auxiliary flap is capable but at a great compromise in flight characteristics. Spoilers 35 of both upward and downward deflections from the neutral tend to have dead bands and are difficult to modulate. They, position. The upper panel is deployed independently as an after all, “spoil” rather than modulate lift. Roll control aileron and the lower panel is deployed independently as an Systems involving spoilers have been used on aircraft with auxiliary flap. Both panels are deployed together upwardly mixed results. only as an aileron. The conventional differential aileron used on most exist 40 For roll control of an aircraft during cruise, the aileron ing aircraft lessens but does not eliminate adverse yaw. It panel on one side only is deflected up while the aileron panel occupies a sizable portion of the wing's trailing edge, thus on the other Side remains in its neutral position. The auxil preventing the installation of full-span flaps. With some iary flap panel is arranged to move with the aileron panel as aircraft designs, high roll rates have been Sought with the use a unit, Such that the two Surfaces form an “aileron' in the of full-span ailerons, thus obviating entirely the installation 45 usual Sense. To roll left, for example, the aileron of the of flaps. Other aircraft designs have Sacrificed ailerons for present invention on the left wing is deflected up, while the full-span flaps, necessitating the inefficient use of tail planes aileron on the right wing remains in the neutral position. The or wing spoilers for roll control. No other flight control upwardly-deflected left aileron results in a negative change devices have the versatility or efficiency of the present in the wing's lift coefficient, decreasing the lift on the left invention. The Frise aileron also claims to lessen adverse 50 wing relative to that of the right wing, and producing a roll yaw by deliberately creating more drag on the upwardly to the left. Effectively joining the upper and lower panels to deflecting aileron. This device also does not allow installa move as a unit preserves the Smooth contour of the airfoil. tion of a full-span flap. In the deflected mode it is the equivalent of an airfoil with The device closest in construction and function to the a refleX camber. Aerodynamically this is a much more present aileron System was invented by the inventors of the 55 efficient “aileron” than that achieved by deflecting only the present invention. Presented as the “Delta aileron” which upper panel upwardly. was placed on top of a one-piece full-span flap, it has Some During flap deployment, the lower auxiliary flap panel is of the features of this invention. But, it is not aerodynami disengaged from the upper aileron panel, and operated to cally as efficient and offers less functional capability than the move with the main wing flaps to form a full-span flap. The present invention. For example, it does not have an auxiliary 60 upper aileron panel is then moved independently to provide flap and in its present form cannot be used as a drag rudder. roll control. Only the auxiliary flap panel is arranged to move in conjunction with the aileron in the roll control SUMMARY OF THE INVENTION mode. The panel used as a dedicated flap is unaffected. For The aileron System of the present invention Simulta use on Small, general aviation aircraft, a simpler version of neously eliminates all the above problems while offering 65 the aileron System may be utilized to facilitate construction desirable features not possessed by conventional ailerons. and minimize weight. The auxiliary flap panel may be left to Accordingly, an object of the invention is to provide an function completely independently of the aileron panel. Its 6,079,672 S 6 Stowed position would be the neutral position, and it would FIG. 1D shows an airfoil section with an alternate move downwards only as a flap. The auxiliary flap panel embodiment of the aileron System of the present invention. would not accompany the aileron panel in its upward excursions. FIGS. 1E-1G show different operational modes of the The aileron System of the present invention is placed at embodiment of FIG. D. the trailing edge of the wing in much the same location as FIG. 2 is a perspective view of a general aviation type a conventional aileron. However, the inventive aileron is aircraft with wings incorporating the aileron System of the deflected upwardly only. As with other ailerons, deflection present invention, executing a banking turn to the left. results effectively in a change of the airfoils camber and thus a change in the lift coefficient, C. In the case of the FIGS. 2A and 2B each is a croSS Section of the wing, along present invention, the upward deflection of the aileron view lines 2A-2A and 2B-2B, respectively, in FIG. 2, results in a negative change in C. The wing deploying the showing the position of the aileron during the turn. present aileron then produces less lift than the other wing FIG. 3 is a perspective View of a wing showing the main with its inventive aileron maintained in the neutral position. and aileron auxiliary flaps deployed to form a full-span flap Thus, the wing drops and the aircraft is rolled toward the and the upper aileron panel of the present invention in the lowered wing into a turn. The upwardly-deflected inventive 15 neutral position. aileron protrudes into the Stream of air flowing over the wing, creating form drag, to rotate the nose of the aircraft FIGS. 3A is a cross section of the wing along view line toward the turn. Unlike activation of conventional ailerons, 3A-3A in FIG. 3. this action produces favorable yaw. FIG. 4 is a perspective View of a wing showing the main The present invention's functional property of favorable flaps in their neutral positions and the aileron System of the yaw aids in both Spin avoidance and Spin recovery. For an present invention deflected up for flight path control. airplane using the present aileron System, the same Stick movement used by a pilot to roll right and out of the left FIGS. 4A is a cross section of the wing along view line hand Spin described above, results in only the right aileron 4A-4A in FIG. 4. going up and on the outside of the Spiral. The outward 25 FIG. 4B is a view similar to FIG. 4, but showing the yawing motion plus the outside wing being depressed will auxiliary flaps of the aileron System in their neutral posi roll the airplane away from the Spiral center and aid in recovering from the Spin. This will augment the opposite tions. rudder input usually used for Spin recovery. The form drag FIG. 4C is a cross section along view line 4C-4C in FIG. asSociated with the present invention also aids in Spin 4B. recovery. Depending on the installation, this effect may be FIG. 5 is a perspective view showing a wing with full accentuated by the Simultaneous deployment of the auxiliary span flaps deployed and the upper aileron panels of the flap panel with the aileron panel, creating a drag rudder on present invention deflected up simultaneously for air brak one wing, in this example the right wing. ing. Favorable yaw also ameliorates the difficulties associated with asymmetric loSS of power during flight in multi-engine 35 FIG. 5A is a cross section of the wing along view line aircraft. The minimum controllable airspeed, V, will 5A-5A in FIG. 5. decrease with use of the present invention, as will the required rudder authority and size, while aircraft perfor FIG. 5B is a view similar to FIG. 5 showing the aileron mance will increase. System of the present invention deployed as a drag rudder. Since it deflects upwardly only, the aileron System of the 40 FIGS. 5C-5D are cross sections along view lines 5C-5C present invention frees up the entire wing's trailing edge for and 5D-5D, respectively, in FIG. 5B. installation of high lift or drag devices to lower approach, landing and takeoff Speeds. With lower approach and land FIG. 6 is a Schematic showing an embodiment of a System ing Speeds, aircraft, particularly heavy commercial or high for operating the aileron System of the present invention. performance military aircraft, may gain access to shorter 45 FIG. 6A Shows, to a larger Scale, parts of the operating runways. Carrier-borne aircraft may have slower, Safer system illustrated in FIG. 6. approaches. These aircraft will have lower requirements for FIGS. 7A-7C each shows a cross section of the wing ground braking and the maintenance of Such systems. along view line 7-7 in FIG. 6, schematically illustrating Additionally, the invention may be deployed Symmetrically different deployment modes of the aileron system of the on both wings for flight path control, or Symmetrically in 50 present invention. concert with flaps to function as air brakes or drag rudders. The present invention is a simple System. It results in FIG. 8 is a plan view of a typical commercial jet aircraft aircraft control Systems and overall operations that are Safer, wing with various flaps and aileron arrangements. more efficient and aerodynamically correct, Simpler and FIG. 9 is a wing cross section along view line 9-9 in more economical to produce and maintain. It lends itself to 55 FIG. 8, with an embodiment of the present invention incor Systems of lighter weight, with the weight Savings being porating a two-sectioned Fowler flap in the Stowed position. traded for increased fuel, cargo or passenger capacity, or Simply a lighter-weight aircraft. FIG. 10 shows a portion of the operating sub-system for Other objects and features and additional advantages of the Fowler flap shown in FIG. 9. the invention will be apparent from the foregoing and the 60 FIGS. 11A-11C each is a view of the wing shown in FIG. following description and discussion, in conjunction with 9, depicting the control Surfaces in different Stages of the accompanying drawings. operation. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 12 shows schematically an embodiment of the FIGS. 1A-1C each shows an airfoil section with the 65 present invention with a Single-section Fowler flap. aileron System of the present invention, in different opera FIG. 13 shows schematically an embodiment of the tional modes. present invention with a split flap. 6,079,672 7 8 FIG. 14 is a plan view of the present aileron system for a which no adverse yaw or rotation about the vertical axis Y Swept wing aircraft, Schematically illustrating Some compo is produced. On the contrary, favorable yaw results. With nents of the operating mechanism. conventional ailerons, this same maneuver would be achieved by Simultaneously deflecting the left aileron up and FIG. 15 shows, to a larger scale, additional details of the the right aileron down, resulting in the adverse yaw discuss operating mechanism illustrated in FIG. 14. above. In the present invention, the aileron panel is not FIG. 16 is a view along view line 16–16 in FIG. 15. deflected downwardly beyond its neutral position. DETAILED DESCRIPTION OF THE Each of the ailerons 20 and 22 can be modulated inde PREFERRED EMBODIMENTS pendently to deflect to any degree in order to provide the roll rate desired, or be deflected Simultaneously for flight path FIGS. 1A, 1B and 1C each shows a cross section, or an control or air brakes, including the extreme case of maxi airfoil Section, of a wing W incorporating the improved mum upward deflection of both for ground control, for aileron System 10 of the present invention, illustrating landing roll-out. Wing panels conventionally deployed for different Stages in the deployment of the System. The aileron the latter mode are usually referred to as ground control System is shown to include an upper, aileron panel 12 and an spoilers. The inventors consider “spoiler”, a term which auxiliary flap panel 14 Stowed underneath the aileron panel. 15 originated in the glider or Sail plane community, a misnomer Both the aileron panel 12 and the auxiliary flap panel 14 are for panels used in this mode as brakes. A spoiler is an Separately hinged to the wing's rear spar 16 or other hard aerodynamic obstruction positioned on top of the wing, points, and can be operated independently, but can also be perpendicular to the air Stream, at approximately the mid made to operate in unison for certain functions when they point of the wing chord. When deployed, a spoiler creates are engaged. In FIG. 1A, both panels are shown in their highly turbulent flow over the top of the wing and actually respective neutral or retracted positions, in which they form destroys, or “spoils the wing's lift, thus the name Spoiler. Smooth continuations of the respective upper and lower When the lift is spoiled, the weight of the wing exceeds the surfaces of the wing W. With the aileron panel 12 deflected lift Supporting it and causes the wing to drop. upwardly, as shown in FIG. 1B, the auxiliary flap panel 14 25 The ground control “spoiler is an aerodynamic drag also is made to deflect upwardly to form an aerodynamically device primarily. It does create turbulence, mostly behind efficient “aileron” in the usual sense. With the auxiliary flap the wing. This drag panel acts effectively as a flap mounted panel 14 deployed downwardly, as shown in FIG. 1C, the and deployed on the upper Surface of the wing, and instead aileron panel 12 can remain in the neutral position (shown of creating lift as a conventional flap on the Wing's bottom, in Solid lines) or be deflected up only, as indicated by the this panel behaves as a negative flap creating a downward broken line 17. force, or negative lift, which is beneficial in applying more Instead of Separately hinging the auxiliary flap panel and force on the aircraft's landing gear to permit harder wheel the aileron panel, these panels may be hinged to rotate about braking. This is done best when the lower, auxiliary flap a common axis, as shown in FIG. 1D. In this configuration panel is retracted once the airplane is on the ground. If the as well, the aileron panel 12 can be deflected upwardly 35 upper drag panel and the lower flap panel are deployed at the (FIGS. 1E and 1G), but is not deflected downwardly beyond Same time the forces tend to negate each other. Under this its neutral position (FIG. 1F), whereas the auxiliary flap circumstance the drag force of both panels are Still in effect panel 14 can be deflected upwardly in unison with the and become an air brake. It can become a drag rudder if only aileron panel and down independent of the aileron panel. one wing's control Surfaces are deployed in this manner. For Small, general aviation aircraft, a simplified version of 40 The present aileron system can be used for different the aileron system illustrated in FIGS. 1A-1C may be modes of the flight regime. FIG. 3 shows a general aviation utilized to facilitate construction and minimize weight. The type wing 24, Such as the wing shown in FIG. 2, with auxiliary flap panel may be left completely independent of full-span flaps formed by the main flap 26 and the auxiliary the aileron panel. Its retracted or Stowed position would be flap 28 deployed together. Both the main flap 26 and the the neutral position, as shown by the auxiliary flap panel in 45 auxiliary flap 28 are shown in FIG.3 at maximum deflection. FIG. 1A, and it would move downwards only as a flap, such In this mode the aileron panels 30 can remain stowed in the as shown by the auxiliary flap panel in FIG. 1C.. However, neutral position (FIG. 3A) or each can be deflected up the auxiliary flap panel would not move with the aileron in individually for roll control. The ailerons 10" can be its upward excursions. deflected upwards on both sides simultaneously to provide In the following description, the term “aileron” will refer 50 modulated flight path control when the main flaps 26 are to both the aileron panel and the auxiliary flap panel when retracted, as shown in FIGS. 4 and 4A. The auxiliary flap they are operated to move as a unit. The term “aileron panel” panel 28 moves upwardly with the aileron panel 30 in this will refer to the upper panel when it functions as an case. An alternate method is to deflect upwards only the upwardly-movable only aileron, independently of the aux aileron panels 30, with the auxiliary flap panels remaining in iliary flap panel. Similarly, the term “auxiliary flap panel” 55 their neutral positions, as shown in FIGS. 4B and 4C. will refer to the lower panel when it functions as a flap, FIG. 5 depicts the control surfaces of the aileron system independently of the aileron panel. 10' deployed in the air brake mode. Actually, the air brake In FIG. 2, a general aviation type aircraft 18 is depicted can be deployed in two ways. The first method is in making a left banking turn by rotating about the aircraft's conjunction with the full-span flaps, e.g., in preparation for longitudinal axis L. In this maneuver, the aileron on the left 60 landing, as shown in FIG. 5. When further reduction of wing or left aileron 20 is deflected up while the right aileron airspeed is required, the aileron panels 30 can be deflected 22 remains in its neutral position, as shown respectively by up Simultaneously and Symmetrically on both wings to form the wing cross section depicted in FIGS. 2A and 2B. The the air brake. The aileron panels continue to provide roll angular deflection required for a banked turn is comparable control by the Superimposition of individual and indepen to that of a conventional aileron. The rate of roll can be 65 dent further upward deflection. The second method is during modulated by varying the deflection angle. This illustrates level, or cruise, flight when a decrease in airspeed is desired. the basic roll control function of the present invention in Both aileron panels 30 can be deflected up and both auxiliary 6,079,672 10 flaps 28 deflected down to form an air brake. Note FIGS. 5 A plan View of a commercial jet aircraft wing 54 is shown and 5A. A variation of the second method can be attained by in FIG. 8, with leading edge Krueger flaps 56, 57, 58, and deploying the aileron panel 30 and the auxiliary flap panel 59. The inboard aileron 60 and the outboard aileron 62 line 28 together on one wing only, with the corresponding the wing's trailing edge. The broken lines indicate the control Surfaces on the other wing remaining retracted or in extended position of a two-section Fowler flap 64 and 66 their respective neutral position, to form a drag rudder as which form the auxiliary flap panel for the ailerons 60 and shown in FIGS. 5B, 5C and 5D. The drag rudder, as the 62, respectively, and the extended position of the main name implies, performs the same function as the tail rudder, Fowler flap 68. The full-span flap system can be comprised by dragging, or yawing one wing to the direction desired. entirely of two-section Fowler flaps. That is, the lower FIG. 6 Schematically depicts a general aviation type wing auxiliary flap panel can be a Fowler flap. The aileron panel 24 with an example of an operating System to implement may extend from section 62 to section 60, with the aileron control of the ailerons. A cable or tubing linkage 32 is panel of the inboard section 60 being deployed as a flight connected between a control Stick 34 and a cam/pulley path control and ground control drag panel only. In this arrangement 36 coupled to a push rod linkage 38 to actuate application the auxiliary flap panel need not follow the the aileron 10'. As shown in FIGS. 6 and 6A, the auxiliary 15 aileron panels upward movement, Since in this particular flap panel 28 can be actuated by a cockpit lever 40 connected application its function is to create drag. Any combination of by another cable or tube linkage 42 to transfer bell cranks 44 flap types can be used for the main and the lower auxiliary and 46 (shown in Schematic form), which in turn actuate flap panel of the aileron System as desired to Suit the linkage 50 to move the auxiliary flap 28 up or down on engineering, production, or performance objectives of indi command from the pilot. The push rod 48 is biased by a vidual applications. Spring 49. Other mechanisms may perform the same func FIG. 9 shows in Schematic form an embodiment of the tions by transducing the pilots actions through any means of aileron system 62 in which the lower auxiliary flap 66 is a control input, Such as conventional Stick or yoke movement, two-section Fowler flap having sections 70 and 71. The or preSSure Sensing device, or even neural impulse or broken lines indicate the upward deployed position of the electro-encephalographic interpretation, with physical 25 aileron 62. An example of a Suitable guide for the auxiliary implementation by any electrical, mechanical, hydraulic or flap panel 66 comprised of the Fowler flap is shown in FIG. other motive force. 10, wherein a track 72 guides the deployment of the two Operation of the controls can be seen by referring to section Fowler flap. Track 72 is disposed in a fairing located FIGS. 6, 6A and 7A-7C. The aileron panel 30 and the on the wing, at the ends of the flaps, Such as fairingS 74 auxiliary flap panel 28 are shown in their respective neutral visible in FIG.8. These Fowler flap sections are shown in position in FIG. 7A, and FIG. 7B shows the aileron 10' the stowed positions as 70 and 71 and in the maximum deflected up. With the auxiliary flap panel 28 not deployed extended positions as 70' and 71". The larger of the Fowler in the flap mode, the auxiliary flap's control cable 42 is flap sections 70 rides on a shuttle 76, shown in FIG. 11A, allowed to unload, and push rod 48 will engage transfer bell which is guided along the track 72. Flap deployment is crank 46 to move a second push rod 50, which in turn moves 35 accomplished by electrically-driven screw jacks 78, which the auxiliary flap panel up in concert with the aileron panel are attached to the shuttle 76. Rotation of the screw effects 30. In FIG. 7C, the aileron panel 30 is in the neutral position a rearward push on the screw jack 78 to extend the larger of and the auxiliary flap panel 28 is deflected down. When the the Fowler flap sections 70, which in turn pulls out the auxiliary flap lever 40 is actuated in the cockpit via the cable smaller section of the Fowler flap 71 via a connecting 42, tension will rotate transfer bell crank 44, to move push 40 linkage 80 (FIG. 10.) A hydraulic cylinder 82 actuates the rod 48 sideways to disengage from transfer bell crank 46. auxiliary flap, which is the larger of the two Fowler flap Note that the auxiliary flap lever and the main flap lever can sections, through a transfer bar lever 83. be combined. With the auxiliary flap panel 28 disengaged, The aileron System is shown in the up deflected position the aileron panel 30 is free for independent deployment up, in FIG. 11B. The auxiliary flap 70 is hinged at the front end modulated for aileron roll function up to a position indicated 45 to the shuttle 76, and the rear part of the flap is lifted away by line 52 or modulated flight path control up to maximum from the shuttle. When the auxiliary flap 70 is in the fully deflection indicated at 53 for ground control drag panel retracted position (FIG. 11A) it is automatically released functions. mechanically from the shuttle 76. When the auxiliary flap is Cable or tubing arrangements comprise very Simple con ready for extension, electric microSwitches (not shown) will trol Systems commonly found on Small, light aircraft. They 50 Signal the Screw jack motor circuits (not shown) that the are by no means the only Systems capable of performing the auxiliary flap is Stowed in its neutral position. At that time functions described, and are chosen only as examples. The the Screw jack motor will begin operating. A mechanical controls can be actuated by any means capable of transduc device on the shuttle will automatically lock the flap to the ing a pilot's actions, including but not limited to conven Shuttle and begin its deployment along the track. The broken tional Stick or control yoke and rudder, flight directors or 55 lines 84 and 85 indicate the aileron panel and the auxiliary other automated or computerized pilots, fly-by-wire or even flap panel are in one of the air brake mode positions. Voice command or neural impulse. Control actuation may be The fully deployed auxiliary Fowler flap is illustrated in implemented via cables, tubings, pushrods, or electric Servo FIG. 11C, which depicts the relationship between the two motors, electromagnetic actuators, hydraulic cylinders, sections of the Fowler flaps. The aileron panel 62 can be pneumatic Systems, or any method of transferring force to 60 operated independently in this situation, from its Stowed cause mechanical movement of the aileron and flaps. neutral position (Solid lines) to an intermediate upward For high performance aircraft, particularly heavy com deflection (phantom lines) and further to a maximally mercial or military aircraft, the number of possible configu deflected position indicated by the line 84. rations of the ailerons and flaps may be very large. Such A Schematic drawing is presented in FIG. 12, to illustrate complex configurations and deployment Schedules might be 65 an alternate form of flap that may be utilized with the aileron best managed by pilot control commands implemented System 62. In this embodiment a Single-section Fowler flap through a computer. 86 is shown. Phantom lines show the deployed position of 6,079,672 11 12 the auxiliary panel (Fowler flap) 86 and the aileron panel 62. stowed position where it effectively becomes one with the The broken line 84 indicates the position of the aileron panel aileron panel to form an aerodynamically efficient “aileron.” 62 in its functional mode as a ground control drag panel. The This integrated aileron will maintain roll control during Single-section Fowler flap is less complicated, and requires cruise flight with a drag efficient aileron. To roll the aircraft a Smaller track and other deployment mechanisms which can to the left, for example, the pilot would raise the left aileron. be contained in a Smaller, more Streamlined fairing. This The right aileron would remain in its neutral position. No results in a lighter Structure, etc. adverse yaw would be experienced during this deployment, In FIG. 13, a simple split flap arrangement is shown. The and the rolling motion would be modulated continuously by features of the present invention are Still preserved. AS pilot control input. above, this is a simpler construction but with a trade-off in For descent, the pilot might reduce power. With this efficiency and performance. invention, however, the power Settings could be left FIG. 14 is a schematic plan view showing the aileron unaltered, or the descent rate augmented with the flight path system of the invention 70 installed on a swept-wing jet control mode of the aileron System by raising the ailerons of aircraft. The operating devices used to control the aileron both wings Symmetrically. The aircraft could descend in this system are similar to those described with respect to FIGS. 15 fashion with wings level, the degree of augmentation of the 10 and 11A-11C. The auxiliary flap 70 is retracted beneath Sink rate continuously modulated by the Simultaneous the aileron (not shown), and each end of the flap is Supported deflection of the ailerons. Full roll control authority would by a shuttle 76, which in turn rides on a track 72 guided by rollers 88. Hydraulic cylinders 81 and 82 actuate the move be maintained by Superimposing differential aileron deflec ments of the aileron panel and the auxiliary flap panel tion. During this maneuver the aircraft sinkS or descends but Separately. The extension and retraction of the Shuttles are remains in a level attitude or nearly So, the cabin floor effected by a pair of electromechanical screw jacks 78. likewise, a quality appreciated by flight attendants and Additional details of the shuttle 76 are shown in FIGS. 15 passengerS. Airspeed could remain constant during descent and 16. Two rollers 88 guide the shuttle 76 on the track 72. even with throttle Settings little changed from cruise. On The leading edge of the flap 70 is pivotally supported on the retraction of the ailerons, the aircraft would stop its descent shuttle 76 by a hinge 90. Toward the rear of the flap, at about 25 and resume its previous level flight path and airspeed. /3 of the flap chord, a locking mechanism is provided which Steeper descent rates could be obtained by Symmetrical includes a bolt 92 passing through a strong point bracket 94 deployment of the drag rudders, that is, the aileron and attached to the flap structure, a Spar, or Some equivalent auxiliary flap panels together, on both wings as air brakes. structure. A lever bar 98, hinged at 99 to the shuttle, can These air brakes with their outboard location on the wing rotate back and forth (arrow A) to actuate the locking bolt 92 would not be limited in deployment, as are many conven via a linkage 100. The lever bar 98 is attached to a screw jack tional speed brakes with their inboard location, by turbulent 78, and a detent block 102 attached on a lever 104 with a air flow created for the tailplane to fly through. roller tip 105, can rotate with an up and down motion, During approach to landing, the auxiliary and main flaps indicated by the arrow B. The roller tip 105 rides on a roller would be deployed independently for Small changes in wing guide (not shown) which governs its movement to release 35 camber, leading to deployment of both the main and auxil the detent block 102 at the appropriate location. iary flaps together to produce full-span flaps for increased The Sequence of auxiliary flap extension begins with the lift and/or drag at low speeds. Flap deployment may be screw jack 78 being rotated to push back on the lever bar 98, combined here with symmetrical deployment of the aileron which in turn pushes the linkage 100 to lock the bolt 92 onto panels as in the above-described flight path control mode to the bracket 94. Further movement causes the shuttle 76 to 40 provide an air braking function. Again, Superimposing dif move and extend the auxiliary flap 70, such as depicted in ferential aileron deployment would provide roll control. FIGS. 11C and 12. At the same time the roller-tipped lever On touchdown, the pilot would retract all flaps and raise 104 is guided to rotate upwardly, to place the detent block the drag panels and the aileron panels as additional drag 102 between the lever bar 98 and a shuttle step 106. The panels. This action would place additional weight on the lever bar 98 is then locked and prevented from rotating. The 45 wheels for better ground contact that would allow harder retraction Sequence is the reverse of the above extension wheel braking and at the same time exert pressure (as a sequence. When the lower auxiliary flap panel 70 is fully function of Speed) to hold the aircraft on to the ground. retracted, the roller guide will rotate the roller-tipped lever The invention also offers advantages in dealing with 104 downward, to extract the detent block 102. The lever bar asymmetric thrust conditions or power loSS, a Scenario that 98 then can rotate forward to extract the bolt 92. The lower 50 drives much of multi-engine aircraft design and certification auxiliary flap panel 70 then is unlocked from the shuttle 76, requirements. With asymmetric engine power output, the but hinged at the forward end and is free to rotate around this aileron of this invention or the drag rudder function would hinge point 90. provide directional control Superior to that of current The operation of the aileron System, in conjunction with Systems, with less compromise in aircraft performance and an aircraft's conventional flap System to provide aircraft 55 decreased need for rudder Size and control authority. ASym control can be better understood from the following descrip metric thrust, which occurs for example when there is tion of its operation through a hypothetical flight of an greater power output by the engine or engines on the right aircraft from takeoff to landing, for example, a large com Side of an aircraft, or there is less power output by the engine mercial jet aircraft. Typically, the pilot would Select flap or engines on the left Side, will cause a yawing and turning deployment for takeoff. Here, both the main flap and the 60 motion of the aircraft to the left, towards the side with less auxiliary flap panel beneath the aileron panel would be power. This is usually considered an emergent Situation. deflected downward from their Stowed, neutral positions. This yawing motion typically is counteracted with rudder During and after the takeoff the upwardly deflecting aileron input. The combination of asymmetric thrust and compen panel would be deployed to maintain full and independent satory rudder input will allow the aircraft to hold a linear roll control authority. 65 course, but the aircraft now also will be sideslipping, or have After gaining altitude and Speed, the pilot would retract a Sideways component to its motion. This sideslip induces a the flaps, with the auxiliary flap panel then moving to its large amount of drag and may cause Severe decrease in 6,079,672 13 14 aircraft performance at a time of greatly reduced power and multiple protruding pods now present for actuating Systems, aerodynamic control authority. This is counteracted by bank and more aerodynamically efficient and correct in operation. ing or rolling the wings toward the Side with more power. The weight saved could be traded for additional fuel, With conventional aileron control systems this will, as with improving range, or additional cargo or passengers, or normal flight Situations, induce adverse yaw which will Simply result in a lighter airplane with better performance. require even greater rudder deflection, with the demands on Lower takeoff and landing Speeds impose leSS StreSS on the rudder now including compensation for both the asym landing gear Systems, as well as pilots, and allow aircraft to metric power condition as well as the adverse yaw induced use Smaller airfields. Utility, is increased and Safety by banking the aircraft to eliminate Sideslip. enhanced. An aircraft with conventional empennage equipped Implementation of the invention control System does not instead with the present invention would still require rudder result in any compromise or negative trade-off in any aspect input to counteract yaw generated by the asymmetric thrust of aircraft performance. Neither is it more expensive to condition. But banking toward the Side of greater thrust to engineer or produce. To the contrary it results in perfor compensate for Sideslip would generate favorable yaw, mance increases and economies in production and operation aiding the rudder rather than demanding even more rudder 15 under every consideration. input. The rudder then could be of Smaller size, generating Although not specifically described herein or illustrated in leSS aerodynamic drag in all flight conditions, weighing less. the drawings, it is understood that all of the elements and costing less to produce and to maintain. Deployment of described above are arranged and Supported in an operative both the present invention and the rudder under these fashion to form a complete, operative System. Such comple circumstances would induce leSS drag than conventional mentary Structure is known and would be provided by a control Surfaces, yielding greater aircraft performance under perSon Skilled in the art. Numerous modifications and varia these worrisome conditions. tions of the present invention are possible in light of the Disclosed herein is a unique aileron System in conjunction above disclosure. It is therefore to be understood that within with flap arrangements which offer multiple function with the Scope of the invention defined in the appended claims the advantages over past and present Systems for aircraft con 25 invention may be practiced otherwise than as Specifically trol. Among its many advantages, the present invention described herein. eliminates adverse yaw associated with previous Systems of What is claimed is: aileron roll control. Spin entry involves the creation of 1. An aerodynamic control System for control of an adverse yaw, usually at low flight Speeds. The invention aircraft around a longitudinal axis of the aircraft, comprising allows airplanes to maneuver well-controlled at lower an aileron assembly disposed on each wing of the aircraft, Speeds and provides favorable rather than adverse yaw, each aileron assembly having an upper panel and a lower decreasing the likelihood of Spin entry, improving Safety. panel each pivotally attached adjacent to the trailing edge of The present invention operates on the wings upper Surface the Wing, With the upper Surface of the upper panel forming only. The entire trailing edge is made available for high lift a continuation of the wings upper Surface when the upper devices, e.g. flapS and other functionaries that deflect or 35 panel is in a neutral position and the lower Surface of the move downwards. Any Sort of high lift or drag device that lower panel forming a continuation of the wing's lower requires varying the wing trailing edge downwards can be Surface when the lower panel is in a neutral position, implemented with use of the invention. Full-span ailerons wherein the upper panel is remotely operable independently may be installed for higher roll rates desired for acrobatic or of the lower panel and is limited to deflect upwardly only other aircraft demanding high maneuverability. 40 relative to its neutral position, the lower panel is operable to move upwardly and downwardly from its neutral position, The present aileron System can be employed to deploy and the upper panel and lower panel are operatively related simultaneously on both wings for flight path control. No Such that both upper and lower panels can be deflected rolling motion is caused by Symmetrical deployment. The upwardly as a unit, the upward deflection of the upper panel equal deployment results in an equal decrement of lift on 45 on one wing only being Sufficient to effect roll control of the both wings and a descending flight path with Small changes aircraft without adverse yaw motion of the aircraft's nose. in pitch attitude and power Settings. This effect, as all others 2. An aerodynamic control System as Set forth in claim 1, with the invention, can be modulated continuously in con wherein the upward deflection of the upper panel and the trast to that of many conventional air or Speed brakes. In this lower panel as a unit on one wing only effects roll control of mode, control of the individual ailerons provides roll con 50 the aircraft, with the upper and lower panels on the other trol. wing remaining in their respective neutral positions. When the aileron System is used in concert with flaps, air 3. An aerodynamic control System as Set forth in claim 1 braking results. ASymmetric deployment results in "drag or 2, wherein the lower panel of each aileron assembly can rudders” and selective left or right yaw. With large deflection be deflected down from its neutral position, independently angles the aileron System may be used as a "drag plate', 55 of the upper panel, to provide flap function control for the useful, for example, for braking on landing roll-out. aircraft. The invention offers many favorable economies. It is 4. An aerodynamic control System as Set forth in claim 1, Simple in design and construction. No new technologies are wherein the lower panel of each aileron assembly further is necessary for production. It allows for full-span flaps, Supported to be extendable beyond the trailing edge of the among other trailing edge devices. A typical commercial 60 wing to increase the effective wing area. airliner could replace its dual conventional ailerons, multiple 5. An aerodynamic control System as Set forth in claim 1 Spoilers, complicated flap Systems and all their attendant or 2, wherein the upper panel of both aileron assemblies can actuating Systems with Simply one aileron System of the be deflected up simultaneously to function as drag panels. present invention and one flap on each wing. Construction 6. An aerodynamic control System as Set forth in claim 1, would be simpler and less expensive. Maintenance would 65 2 or 4, wherein the upper panel and the lower panel of an involve fewer systems with fewer opportunities for malfunc aileron assembly on one wing only can be deployed Simul tion. The wing would be cleaner, fitted with fewer of the taneously to function as a drag rudder. 6,079,672 15 16 7. An aerodynamic control System as Set forth in claim 1, panel of an aileron assembly on one wing only can be 2 or 4, wherein the panel on both wings can be deflected deployed Simultaneously to function as a drag rudder. upwardly Simultaneously to function as Speed brakes when 15. In combination with an aircraft having a wing on each the lower panel on both wings are extended downward. Side, each wing having a control flap, and first operating 8. An aileron System for an aircraft to control movement means to control the operation of Said control flaps, an of the aircraft about its longitudinal axis, comprising an aileron assembly on each wing which comprises an upper aileron panel pivotally Supported along a trailing edge of panel and a lower panel, each pivotally Supported adjacent each aircraft wing, wherein Said aileron panel is capable to the trailing edge of the wing, Said upper panel having a only of upward movement from a neutral position at which an upper Surface of Said aileron panel is Substantially flush neutral position wherein an upper Surface of the upper panel with an upper Surface of the aircraft wing, a Second panel forms a continuation of the wings upper Surface and Said pivotally Supported along the trailing edge of the aircraft lower panel having a neutral position wherein a lower wing, beneath Said aileron panel, and having a neutral Surface of Said lower panel forms a continuation of the position at which a lower Surface of Said Second panel forms wing's lower Surface, the upper panel being remotely oper a continuation of a lower Surface of the wing, said aileron 15 able to deflect only upwardly relative to its neutral position, panel being remotely operable to move upwardly only independently of Said lower panel, Said upper panel and Said relative to its neutral position, independently of Said Second lower panel being operatively related Such that both upper panel, Said Second panel being Supported to move upwardly and lower panels can be deflected upwardly as a unit, and downwardly with respect to its neutral position, and Said whereby roll control of the aircraft about its longitudinal Second panel and Said aileron panel being operatively axis is effected by upward deflection of the upper panel of coupled to move upwardly as a unit from their respective an aileron assembly on one wing only, while the upper panel neutral positions, whereby to effect roll of the aircraft about of the aileron assembly on the other wing remains in its its longitudinal axis the aileron panel on one wing only of neutral position. the aircraft is caused to deflect upwardly and the aileron 16. A combination as set forth in claim 15, wherein said panel on the wing on the opposite Side of the aircraft remains 25 lower panel can move downwardly from its neutral position, in its neutral position. independently of Said upper panel. 9. An aileron system as set forth in claim 8, wherein said 17. A combination as set forth in claim 15, wherein the Second panel is capable of moving downwardly relative to lower panel of each aileron assembly can be deflected down its neutral position, independently of Said aileron panel and from its neutral position, independently of the upper panel, Said aileron panel can remain in its neutral position or move to provide auxiliary flap function control for the aircraft. upwardly independently. 18. A combination as set forth in any one of claims 15-17, 10. An aileron system as set forth in claim 8, wherein said wherein the upper panel of both aileron assemblies can be Second panel of each wing further is Supported to be deflected up Simultaneously to function as drag panels. extendable beyond the trailing edge of the wing to increase 19. A combination as set forth in any one of claims 15, the effective wing area. 35 16-17, wherein the lower panel of each aileron assembly 11. An aileron System as Set forth in any one of claims 8, further is supported to be extendable beyond the trailing 9 and 10, wherein said second panel provides an auxiliary edge of the wing to increase the effective wing area. flap for the aircraft wing. 20. A combination as set forth in any one of claims 15, 12. An aileron System as Set forth in any one of claims 8, 16-17, wherein the lower panels when deployed as auxiliary 9 and 10, wherein said second panel provides an auxiliary 40 flaps are controlled by Said first operating means controlling flap for the aircraft wing, and Said aileron panels on both operation of Said control flap. wings can be deflected upwardly simultaneously to function 21. A combination as set forth in any one of claims 15, as drag panels. 16-17, wherein the upper panel of both aileron assemblies 13. An aileron System as Set forth in any one of claims 8, can be deflected up Simultaneously to function as Speed 9 and 10, wherein said second panel provides an auxiliary 45 brakes when the lower panel of both aileron assemblies are flap for the aircraft wing, and Said aileron panel on both extended downward. wings can be deflected upwardly simultaneously to function 22. A combination as set forth in any one of claims 15, as Speed brakes when both flap panels are extended down 16-17, wherein the upper panel and the lower panel of an ward. aileron assembly on one wing only can be deployed Simul 14. An aileron System as Set forth in any one of claims 8, 50 taneously to provide drag rudder function for the aircraft. 9 and 10, wherein said second panel provides an auxiliary flap for the aircraft wing, and Said aileron panel and Second