Can someone explain what is going on with the inboard and outboard ailerons why they are raised like this through the entire approach? In other videos i notice that at least the outboard aileron is deflected upwards slightly, but i've never seen it to this extent where even the inboards join in and remain there for this extended period.  Could it be that it's a feature that is similar to the 787 where it uses the inboard and outboard ailerons to dump lift when you are above the glideslope on an ILS approach or could it be as simple as deliberate 'right' control input?

 

 

 

Can someone explain what is going on with the inboard and outboard ailerons why they are raised like this through the entire approach? In other videos i notice that at least the outboard aileron is deflected upwards slightly, but i've never seen it to this extent where even the inboards join in and remain there for this extended period. Could it be that it's a feature that is similar to the 787 where it uses the inboard and outboard ailerons to dump lift when you are above the glideslope on an ILS approach or could it be as simple as deliberate 'right' control input?

 

Hi, Bryan,

 

Possibly a cross-wind approach using wing-low for side slip?  Only problem w/ that is the ailerons are still raised for a brief period after the beginning of the go-around, and the aircraft doesn't appear to be turning.  The ailerons do go back down after the aircraft gains a little altitude.

 

Mike

I just love the comments of the scary dutch couple right after the go around and when the captain made his announcement (in French only) that they had to perform a go around because the runway was not clear...

 

This is an Air France flight as you can see.

The French passenger filming this is simply... enjoying the view and experience (who wouldn't!!)

 

 

The Dutch wife: "he's going up again..."

"I don't enjoy this..."

 

The Dutch husband: "an overshoot"

 

The Dutch wife: "what are you talking about?"

"he's turning right now..."

 

 

Then you have the captain's announcement...

 

 

The Dutch wife: "what's going on?"

"he didn't say it in English..."

 

The Dutch husband: "What?"

 

The Dutch wife: "What's going on..."

 

 

Then you hear the frenchman swearing of enjoyement, the dutch wife is mumbling something that I can't understand.

 

Great

Haha thanks for the translation, I can see why he enjoyed it, check out that climb out

The inboard and outboard ailerons generally work together, so if the outboard is deflected up it would be odd if the inboard wasn't up too. Droop due to flap extension does change things a bit.

 

In the initial part of the go around he's probably maintaining runway heading, which might explain the continued deflection. Very impressive climb rate. Magnifique indeed.

I find it funny that the spoilers don't even budge, i notice usually when that much aileron input is used you'd see some action out of the spoilers as well

With reference to the power the aircraft has on G/A:

 

I got to experience the 777-300 on takeoff only half-loaded but without de-rate following a de-icing session at Munich Airport for the shortish trip to Manchester... Singapore Airlines... lovely service, exceptionally friendly crew, as well...

 

Went up like a rocket!

 

A

I think it's more something that was mentioned prior to release (that was alluded to in RSR's 744 update thread), that I think people are forgetting about.

 

It's not that the yoke was being held hard over to fight a crosswind. My bet is that at least part of the reason the pilot decided to go around was that they were coming in too fast. Remember that the 777 will droop that inboard as part of normal flap deployment, but it will also try to save your rear parts (that's a literal pun, somewhat) if you're too fast by pulling that inboard back up. You can see it start to partially droop back down at about 1:38 only to come right back up.

 

The spoilerons don't take much to deploy, as mentioned, and you can see them right after the go-around is initiated. The inboard and outboard, however, are in CYA mode pretty much the whole time. They return to "normal" at around 1:56.

 

 

 

 

The original mention of the feature (that was later referenced in the above-linked thread) is here. This is the picture of it that was offered as a "quiz" to people to spot the error:

 

Seem familiar?

I should have thought of that!  I participated in that quiz.

 

Mike

Kyle I thought of that, but would the inboard aileron really go up that much where it is so far above neutral-ish? Also the outboard aileron is also deflected up quite a bit. Could it be a case where as planes get older the "quirks" (might not be the right word) get quirkier?

Kyle I thought of that, but would the inboard aileron really go up that much where it is so far above neutral-ish?

 

Seemed a bit extreme to me, too, but you don't put transport category aircraft in a sideslip (the type of crosswind approach you fly in PPL training). You crab them (simply angle into the wind and de-crab right before touch - the A340 in the video demonstrates it very nicely), so you wouldn't see the controls held up like that. I'm 99% sure what you're seeing is the aircraft trying to cover the pilot's [rear] as I mentioned earlier.

 

If you watch this video (skip to 08:05), you can see the same behavior, but this one shows the spoilers up (at the extreme right of the frame). Note that as soon as the plane gets back on speed, which you can see by the LAM cutting out, the pilot also retracts the spoilers (at about 10:15). From there, the flaperon returns to its normal operation, as does the outboard aileron.

 

 

 

 

Also the outboard aileron is also deflected up quite a bit. Could it be a case where as planes get older the "quirks" (might not be the right word) get quirkier?

 

Not quite. A car might, but planes undergo quite the large amount of scrutiny nearly continuously. That's one of the reasons you see planes from 1960 still flying and cars from 1990 in the junk yard. There's no way you'd see a plane pass a maintenance check if it just started randomly putting control surfaces in the wrong position. That's just asking for a control malfunction and subsequent disaster.

In fact, most control surface abnormalities qualify for a FAA incident report regardless of if there was damage or injury.