increase the wing camber, but allows a higher maximum CL because the stall is delayed until the wing reaches a greater AOA.

Movable slats consist of leading edge segments that move on tracks. At low angles of attack, each slat is held flush against the wing’s leading edge by the high pressure that forms at the wing’s leading edge. As the AOA increases, the high-pressure area moves aft below the lower surface of the wing, allowing the slats to move forward. Some slats, however, are pilot operated and can be deployed at any AOA. Opening a slat allows the air below the wing to flow over the wing’s upper surface, delaying airflow separation.

Leading edge flaps, like trailing edge flaps, are used to increase both CL-MAX and the camber of the wings. This type of leading edge device is frequently used in conjunction with trailing edge flaps and can reduce the nose-down pitching movement produced by the latter. As is true with trailing edge flaps, a small increment of leading edge flaps increases lift to a much greater extent than drag. As flaps are extended, drag increases at a greater rate than lift.

Leading edge cuffs, like leading edge flaps and trailing edge flaps are used to increase both CL-MAX and the camber of the wings. Unlike leading edge flaps and trailing edge flaps, leading edge cuffs are fixed aerodynamic devices. In most cases, leading edge cuffs extend the leading edge down and forward. This causes the airflow to attach better to the upper surface of the wing at higher angles of attack, thus lowering an aircraft’s stall speed. The fixed nature of leading edge cuffs extracts a penalty in maximum cruise airspeed, but recent advances in design and technology have reduced this penalty.

Found on some fixed-wing aircraft, high drag devices called spoilers are deployed from the wings to spoil the smooth airflow, reducing lift and increasing drag. On gliders, spoilers are most often used to control rate of descent for accurate landings. On other aircraft, spoilers are often used for roll control, an advantage of which is the elimination of adverse yaw. To turn right, for example, the spoiler on the right wing is raised, destroying some of the lift and creating more drag on the right. The right wing drops, and the aircraft banks and yaws to the right. Deploying spoilers on both wings at the same time allows the aircraft to descend without gaining speed. Spoilers are also deployed to help reduce ground roll after landing. By destroying lift, they transfer weight to the wheels, improving braking effectiveness. [Figure 6-19]

Although an aircraft can be operated throughout a wide range of attitudes, airspeeds, and power settings, it can be designed to fly hands-off within only a very limited combination of these

variables. Trim systems are used to relieve the pilot of the need to maintain constant pressure on the flight controls, and usually consist of flight deck controls and small hinged devices attached to the trailing edge of one or more of the primary flight control surfaces. Designed to help minimize a pilot’s workload, trim systems aerodynamically assist movement and position of the flight control surface to which they are attached. Common types of trim systems include trim tabs, balance tabs, antiservo tabs, ground adjustable tabs, and an adjustable stabilizer.

The most common installation on small aircraft is a single trim tab attached to the trailing edge of the elevator. Most trim tabs are manually operated by a small, vertically mounted control wheel. However, a trim crank may be found in some aircraft. The flight deck control includes a trim tab position indicator. Placing the trim control in the full nose-down position moves the trim tab to its full up position. With the trim tab up and into the airstream, the airflow over the horizontal tail surface tends to force the trailing edge of the elevator down. This causes the tail of the aircraft to move up and the nose to move down. [Figure 6-20]

If the trim tab is set to the full nose-up position, the tab moves to its full down position. In this case, the air flowing under the horizontal tail surface hits the tab and forces the trailing edge of the elevator up, reducing the elevator’s AOA. This causes the tail of the aircraft to move down and the nose to move up.

In spite of the opposing directional movement of the trim tab and the elevator, control of trim is natural to a pilot. If the pilot needs to exert constant back pressure on a control column, the need for nose-up trim is indicated. The normal trim procedure is to continue trimming until the aircraft is balanced and the nose-heavy condition is no longer apparent. Pilots normally establish the desired power, pitch attitude, and configuration first, and then trim the aircraft to relieve

control pressures that may exist for that flight condition. As power, pitch attitude, or configuration changes, retrimming is necessary to relieve the control pressures for the new flight condition.

The control forces may be excessively high in some aircraft, and, in order to decrease them, the manufacturer may use balance tabs. They look like trim tabs and are hinged in approximately the same places as trim tabs. The essential difference between the two is that the balancing tab is coupled to the control surface rod so that when the primary control surface is moved in any direction, the tab automatically moves in the opposite direction. The airflow striking the tab counterbalances some of the air pressure against the primary control surface and enables the pilot to move the control more easily and hold the control surface in position.

If the linkage between the balance tab and the fixed surface is adjustable from the flight deck, the tab acts as a combination trim and balance tab that can be adjusted to a desired deflection.