Moderators: richierich, ua900, PanAm_DC10, hOMSaR
Weatherwatcher1 wrote:Most flight control surfaces droop when the hydraulics aren’t powered.
N757ST wrote:Weatherwatcher1 wrote:Most flight control surfaces droop when the hydraulics aren’t powered.
On FBW airplanes they usually droop.
loggat wrote:The ailerons droop when the flaps are deployed as a method of increasing lift. Part of the FBW system.
The elevators droop (actually positioned deliberately nose down) during the takeoff roll as the aircraft is inherently tail heavy. This increases nose wheel steering effectiveness during the takeoff.
777222LR wrote:What always puzzled me is that on the 777 and 787, the inboard ailerons droop way down as thrust is applied at take off. As the plane goes down the runway, they go up, almost too high, then further down the runway, they droop back to whatever flap setting is selected.
reltney wrote:Great captain on that flight...loggat wrote:The ailerons droop when the flaps are deployed as a method of increasing lift. Part of the FBW system.
The elevators droop (actually positioned deliberately nose down) during the takeoff roll as the aircraft is inherently tail heavy. This increases nose wheel steering effectiveness during the takeoff.
Lots of wrong info but in the right direction.
First thing is some planes droop ailerons when flaps are extended. While on some airliners with FBW the ailerons do droop, many airplanes have ailerons that droop with flap extension that do not have fly by wire. The list is to long to type but one we all know is the 767. Inboard ailerons droop with flap extension. I just flew a wren 460 and it had flaperons..ailerons drooped with flaps... twin otter is another ...
Second wrong info...elevators droop as the aircraft is “inherently” tail heavy...NOT. It would never be certified!!! tail heavy planes are not part of the airline fleet. Go do research as the explanation is too long to type here. Airbus has a dorky procedure where they hold elevator nose down on the beginning of their takeoff roll. Lots call BS and I have seen many hold nose up and as I was on a United jumpseat last week, the capt held full nose up as he applied the power and released it around 80 kits to prove it was an unnecessary procedure... go figure...
Cheers...
reltney wrote:Airbus has a dorky procedure where they hold elevator nose down on the beginning of their takeoff roll. Lots call BS and I have seen many hold nose up and as I was on a United jumpseat last week, the capt held full nose up as he applied the power and released it around 80 kits to prove it was an unnecessary procedure... go figure...
reltney wrote:Lots of wrong info but in the right direction.
First thing is some planes droop ailerons when flaps are extended. While on some airliners with FBW the ailerons do droop, many airplanes have ailerons that droop with flap extension that do not have fly by wire. The list is to long to type but one we all know is the 767. Inboard ailerons droop with flap extension. I just flew a wren 460 and it had flaperons..ailerons drooped with flaps... twin otter is another ...
Second wrong info...elevators droop as the aircraft is “inherently” tail heavy...NOT. It would never be certified!!! tail heavy planes are not part of the airline fleet. Go do research as the explanation is too long to type here. Airbus has a dorky procedure where they hold elevator nose down on the beginning of their takeoff roll. Lots call BS and I have seen many hold nose up and as I was on a United jumpseat last week, the capt held full nose up as he applied the power and released it around 80 kits to prove it was an unnecessary procedure... go figure...
Cheers...
reltney wrote:Second wrong info...elevators droop as the aircraft is “inherently” tail heavy...NOT. It would never be certified!!! tail heavy planes are not part of the airline fleet. Go do research as the explanation is too long to type here. Airbus has a dorky procedure where they hold elevator nose down on the beginning of their takeoff roll. Lots call BS and I have seen many hold nose up and as I was on a United jumpseat last week, the capt held full nose up as he applied the power and released it around 80 kits to prove it was an unnecessary procedure... go figure...
Cheers...
reltney wrote:If a plane is tail heavy vs a plane at the aft end of the w&b envelope. This is where the non pilot is confused. Tail heavy in all pilot circles means the plane is beyond the aft limit of the CG. When it stalls, the nose will go up. Not cool. Only plane know to have a normal CG aft is an F-16. Airliners...NOT. It is an instability which has not been built in an airliner today.
Galaxy flyer is correct 100%
777222LR wrote:What always puzzled me is that on the 777 and 787, the inboard ailerons droop way down as thrust is applied at take off. As the plane goes down the runway, they go up, almost too high, then further down the runway, they droop back to whatever flap setting is selected.