UA744Flagship From , joined Dec 1969, posts, RR: Posted (11 years 7 months 3 weeks 5 days 17 hours ago) and read 1846 times:
Sorry for the title, that is the only phrase I can think of to describe the 777s little outboard segment that helps control the direction and power of the gigantic engine thrust... know what I'm talking about?
It's the thing that is always moving this way and that particularly when the 777 is on final approach.
UA744Flagship From , joined Dec 1969, posts, RR:
Reply 5, posted (11 years 7 months 3 weeks 5 days 9 hours ago) and read 1763 times:
I see... so it's just a flaperon.
The 767 and 747 also have one (if you look at the trailing edge, it's the small squarish flap/aileron "flaperon" looking thing in between the inboard flaps and outboard flaps).
However, I've noticed the 767/747 flaperon doesn't move or adjust nearly as much.
The reason why I thought it had something to do with controlling thrust was that this inboard aileron - or flaperon moves into a full down position when the thrust reversers go on. It also moves very dramatically on final approach.
Cdfmxtech From United States of America, joined Jul 2000, 1338 posts, RR: 28
Reply 6, posted (11 years 7 months 3 weeks 5 days 9 hours ago) and read 1769 times:
The B777 flight control PCUs, especially the ailerons (both inbd & outbd) have like 3 different modes that they operate in. Depending on the flight phase, the PCUs act differently. For instance on TO roll deflect full down, and then an a certain speed return to the faired position.
The deflection u see during approach is normal roll control.
The deflection u see during to roll are a function of the different logics depedngin on airpspeed and eng thrust. The deflection u see during landing roll is a function of airspeed. It has nothing to do w/thrust reversers.
Rather than write about it twice...go here:
Wilax From United States of America, joined Jun 2002, 465 posts, RR: 3
Reply 7, posted (11 years 7 months 3 weeks 5 days 5 hours ago) and read 1712 times:
The reason that it seems to move more on finals is because at a sower speed, it has to deflect farther to have any effect at all. Often on final approach, there are alot of corrections to be made due to winds and turbulence to line up perfectly on the glidescope and/or the runway centerline.