Ask Fluffy if he’d like them – the BBMF are the only UK operator and so your only market….

Ferrying cars by air? I’ll just drive thanks….

http://opencharities.org/charities/505766

…… struggling to sort out its rent… I THINK this is from today.. ironic if it is!
http://www.thepressnews.co.uk/NewsDetails.asp?id=4156

During the design process they would have been an option. Build a similar aircraft with traditional ailerons as well as a stuka, and let me know your findings. I DID say it was a guess.

In answer to your question, the consensus is that the slotted ailerons gave better handling at low speed, despite increased drag. The design was later revised by other manufacturers to become flaperons.

Reading more and more, it seems like its quite a clever design which differs from standard ailerons in quite a significant way: Standard ailerons are used to change the camber of the wing, generating higher lift and moving the centre of pressure rearwards. Slotted ailerons tend not to change the wing lift, but rather by changing the angle of attack of the control surface, all of the additional lift is generated on the control surface itself – there would be no need for boundary layer control in theory – IF the attached aircraft would ever build up enough speed or high alpha to warrant it in the first place!

Uber-EDIT: The above is NOT MY theory – but rather that of multiple unfounded sources!!!!!!!! SOMEONE PLEASE FIND DEFINITIVE PROOF OF CORRECT OR INCORRECT THEORY

end of section 2: low speed roll control & boundary layer invigoration http://www.exp-aircraft.com/library/heintz/airfoils.html

lift generating control surface: Page 4, figure 2b, left hand side column. (WARNING: REQUIRES MS WORD DOWNLOAD FILE!!!) – if the link doesn’t work, google search for Junkers flap TWITT……. http://www.google.co.uk/url?sa=t&rct=j&q=&esrc=s&source=web&cd=2&cad=rja&ved=0CCYQFjAB&url=http%3A%2F%2Fusers.acsol.net%2F~nmasters%2Ftemp%2FSept03Ltr.doc&ei=EcRkUOuoOqq40QXv6oHgBg&usg=AFQjCNEuhXjA7I-XejMTzCyqFY-WDcbbfg

Pages 7 to 14 of the following show pressure distribution charts for a plain wing and one with the separate flaps (aileron will be identical) http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19930091690_1993091690.pdf

BUT that is with the slotted ailerons!

‘for light and effective control’… I’d hazard a guess that the JU87 was a heavy beastie to fly and this could be a way of assisting with roll control, particularly during high speed dives.

You do see them now, but morphed into a flaperon – full length flap and aileron combined, and usually on STOL ultralights and kitplanes….

As I said, just a guess.

Edit: A little research has shown that the Junkers Flap / Aileron system was quite a new innovation when the aircraft was designed and the slotted-aileron will give the wing an enormous amount of lift for little extra drag. The slot will re-invigorate the boundary layer air not only over the control surface, but over the whole wing, thus being able to delay separation of the airflow at high angles of attack. So combine that with the fact that the Stuka was heavy and operated at high angles of attack (particularly pulling out of a dive), and you get a fully responsive roll system which matches the aircraft’s predicted flight characteristics. Finally, the aileron will still be effective at very low speeds because it remains in free-stream air – in other words outside of any stalled, turbulent air over the wing. This ties in with the high angle of attack mentioned previously. Neat.

… or I could be talking Horlicks….

Is that the Weeks fellow flying the Albatross? Seeing Cardington seems to have given him ideas! I wonder how long it will be until he has an airship base at Polk City?…

Is the decent hangar still used as a film lot?

Rigga is quite right – logs are normally destroyed after the aircraft is struck off charge, unless it is intended that the aircraft is to be sold, in which case the logs for the fitted components should be included in the sale.

For example, it is unlikely that the log cards for the Jaguars at Everetts exist (I HOPE I’m wrong), which would mean that each lifed component (anything other than certified as ‘on condition’) would have to be removed, inspected and re-certified before a Permit to fly or C of A could be issued.

I assume this relates to your Sea Vampire which was on charge with the RN. They used F700’s too (MOD F700). IF they exist, they would probably be located at Gosport, but given that the aircraft was SOC so many years ago, its unlikely that they have survived. Best break out the spanners and a licensed engineer if you intend to fly it, but if you’re just ground running, then it isn’t an aircraft. No certification needed!