A380 aileron behaviour
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A380 aileron behaviour
Can anyone explain to me the process behind the strange way that the ailerons behave on the A380. Each aileron is divided into 3, but they don't seem to move simultaneously. Instead each panel moves independantly up and down and in some cases it even looks like one panel is up while the other is down? What is the benefit of this?
If you look closely at THIS VIDEO you might get an idea of what I'm talking about...
If you look closely at THIS VIDEO you might get an idea of what I'm talking about...
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Well spotted. Very weird. I can't understand that. But have you noticed the music seems to be in time with the aileron flapping? Reminds me of those piano keys that play themselves. I think they can't be meant to do that- the fatigue on the hinges and the jacks over years of life must be large.
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That is weird! The inboard aileron seems more active than the others, I wonder if it's a wing rigidity/flutter issue? I believe the control surfaces operate on individual hydraulic systems rather than larger common systems so maybe they sequence the panels for better aerodynamics. All pure guesswork on my part.
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Someone claiming to know the answer has given me a very basic explanation but don't take it as gospel.
Apparently, because the aircraft is so large it has a tendancy to continue rolling even after the aileron has been centred. To counteract this, once the roll command has stopped, one of the aileron panels briefly moves in the opposite direction to halt any residual roll. Acting almost like a damper.
Apparently, because the aircraft is so large it has a tendancy to continue rolling even after the aileron has been centred. To counteract this, once the roll command has stopped, one of the aileron panels briefly moves in the opposite direction to halt any residual roll. Acting almost like a damper.
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Hey guys! Google's working.
http://www.pprune.org/forums/archive.../t-298736.html
http://www.airliners.net/aviation-fo...d.main/191925/
http://www.pprune.org/forums/archive.../t-298736.html
http://www.airliners.net/aviation-fo...d.main/191925/
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For an insight into what load alleviation does and how it operates you will find a good primer here http://www.freepatentsonline.com/4796192.html
The load alleviation, along with new metal alloys, is credited with saving some 8 tonnes of weight in the wing structure of the A380.
The load alleviation, along with new metal alloys, is credited with saving some 8 tonnes of weight in the wing structure of the A380.
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For an insight into what load alleviation does and how it operates you will find a good primer here http://www.freepatentsonline.com/4796192.html
The load alleviation, along with new metal alloys, is credited with saving some 8 tonnes of weight in the wing structure of the A380.
The load alleviation, along with new metal alloys, is credited with saving some 8 tonnes of weight in the wing structure of the A380.
Lockheed...far ahead of everyone else.
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TotalBeginner
"Apparently, because the aircraft is so large it has a tendancy to continue rolling even after the aileron has been centred. To counteract this, once the roll command has stopped, one of the aileron panels briefly moves in the opposite direction to halt any residual roll. Acting almost like a damper."
So was this the correct and confirmed reason for this odd pattern???
"Apparently, because the aircraft is so large it has a tendancy to continue rolling even after the aileron has been centred. To counteract this, once the roll command has stopped, one of the aileron panels briefly moves in the opposite direction to halt any residual roll. Acting almost like a damper."
So was this the correct and confirmed reason for this odd pattern???
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Used first on a civil heavy jet transport...Lockheed TriStar, of course (-500 model)....long ago.
Lockheed...far ahead of everyone else.
Lockheed...far ahead of everyone else.
