Flaps and Slats on an Airbus wing If you've learned one thing from these diaries it should be that everything in aircraft design comes with a cost attached. Flaps increase lift but they also add drag. FLAP LEVER - Commands flaps and slats for simultaneous operation to selected position. Lever must be pulled out of detent prior to positioning. Detents are provided at positions 1 and 3 to avoid excessive flap/slat travel by a single action. The flap and slat systems are largely independent, so the flap lever will continue to move the slats if the flaps are locked and vice versa. In general, flap 3 should be selected for landing. There are two exceptions. If flaps are locked at 3, flap full should be used. Answer: The slats on the leading edge of the wing allow the airplane to take off and land at lower speeds. When extended they alter the airflow so the wing can produce more lift at lower speed. High lift devices include slats, slots, and flaps. Wings have to generate a lot of lift during take-off and landing to reduce the chances of a stall. The speed below which the aircraft goes into a stall is known as stall speed.
The above series of photographs (737-300) show how the flight spoilers move with various combinations of aileron and speed brake. With speedbrake down, the spoiler simply rises on the down-going wing with aileron. With speedbrake applied, not only do the spoilers on the down-going wing rise but also the spoilers on the up-going wing fall. Notice that even with full speedbrake applied the spoilers still rise on the downgoing wing. Jamie sykes poker.
Flaps And Slats
Flaps and Slats on an Airbus wing If you've learned one thing from these diaries it should be that everything in aircraft design comes with a cost attached. Flaps increase lift but they also add drag. FLAP LEVER - Commands flaps and slats for simultaneous operation to selected position. Lever must be pulled out of detent prior to positioning. Detents are provided at positions 1 and 3 to avoid excessive flap/slat travel by a single action. The flap and slat systems are largely independent, so the flap lever will continue to move the slats if the flaps are locked and vice versa. In general, flap 3 should be selected for landing. There are two exceptions. If flaps are locked at 3, flap full should be used. Answer: The slats on the leading edge of the wing allow the airplane to take off and land at lower speeds. When extended they alter the airflow so the wing can produce more lift at lower speed. High lift devices include slats, slots, and flaps. Wings have to generate a lot of lift during take-off and landing to reduce the chances of a stall. The speed below which the aircraft goes into a stall is known as stall speed.
The above series of photographs (737-300) show how the flight spoilers move with various combinations of aileron and speed brake. With speedbrake down, the spoiler simply rises on the down-going wing with aileron. With speedbrake applied, not only do the spoilers on the down-going wing rise but also the spoilers on the up-going wing fall. Notice that even with full speedbrake applied the spoilers still rise on the downgoing wing. Jamie sykes poker.
Flaps And Slats
This property of the spoilers on both wings to respond to roll inputs is known as differential spoilers. It only occurs when speedbrake is used which is why the roll rate is increased when speedbrake is used. Boeing recommend that speedbrake is not used below 1000 feet for this reason.
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NB In the bottom two photographs the speedbrake lever was only at the flight detent position but because the aircraft was on the ground the ground spoilers deployed. Is roulette in casinos fixed. This is why if you have any sort of technical problem that might be due to a faulty air-ground sensor eg QRH 'Gear Lever Will Not Move Up After Takeoff' you must not use speedbrake in case the ground spoilers deploy in-flight. You can see from the series of photographs just how much extra drag ground spoilers will give over flight spoilers.
