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effectively maneuver the aircraft. As a result, the increase in aileron deflection causes an increase in adverse yaw. The yaw is especially evident in aircraft with long wing spans. 

Application of the rudder is used to counteract adverse yaw. The amount of rudder control required is greatest at low airspeeds, high angles of attack, and with large aileron deflections. Like all control surfaces at lower airspeeds, the vertical stabilizer/rudder becomes less effective and magnifies the control problems associated with adverse yaw. 

All turns are coordinated by use of ailerons, rudder, and elevator. Applying aileron pressure is necessary to place the aircraft in the desired angle of bank, while simultaneous application of rudder pressure is necessary to counteract the resultant adverse yaw. Additionally, because more lift is required during a turn than during straight-and-level flight, the angle of attack (AOA) must be increased by applying elevator back pressure. The steeper the turn, the more elevator back pressure that is needed. 

As the desired angle of bank is established, aileron and rudder pressures should be relaxed. This stops the angle of bank from increasing, because the aileron and rudder control surfaces are in a neutral and streamlined position. Elevator back pressure should be held constant to maintain altitude. The roll-out from a turn is similar to the roll-in, except the flight controls are applied in the opposite direction. The aileron and rudder are applied in the direction of the roll-out or toward the high wing. As the angle of bank decreases, the elevator back pressure should be relaxed as necessary to maintain altitude. 

In an attempt to reduce the effects of adverse yaw, manufacturers have engineered four systems: differential ailerons, frise-type ailerons, coupled ailerons and rudder, and flaperons. 

## Differential Ailerons 

With differential ailerons, one aileron is raised a greater distance than the other aileron and is lowered for a given movement of the control wheel or control stick. This produces an increase in drag on the descending wing. The greater drag results from deflecting the up aileron on the descending wing to a greater angle than the down aileron on the rising wing. While adverse yaw is reduced, it is not eliminated completely. [Figure 6-6] 

## Frise-Type Ailerons 

With a frise-type aileron, when pressure is applied to the control wheel, or control stick, the aileron that is being raised pivots on an offset hinge. This projects the leading edge of the aileron into the airflow and creates drag. It helps equalize 

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the drag created by the lowered aileron on the opposite wing and reduces adverse yaw. [Figure 6-7] 

The frise-type aileron also forms a slot so air flows smoothly over the lowered aileron, making it more effective at high angles of attack. Frise-type ailerons may also be designed to function differentially. Like the differential aileron, the frise-type aileron does not eliminate adverse yaw entirely. Coordinated rudder application is still needed when ailerons are applied. 

## Coupled Ailerons and Rudder 

Coupled ailerons and rudder are linked controls. This is accomplished with rudder-aileron interconnect springs, which help correct for aileron drag by automatically deflecting the rudder at the same time the ailerons are deflected. For 

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