1 hour ago1 hr Hi iniBuilds team,First, congratulations on the A380 release — the dynamic wing flex is genuinelyimpressive, and it is precisely what makes the first request below stand out.Test footage, exterior camera on the left wing throughout:https://youtu.be/kme2zIC2gs4Version 1.0.0 (Marketplace), MSFS 2024.REQUEST 1 — Load Alleviation Function (LAF), and wing-mode damping (footage from 00:15 to the end) Observed: wings level, repeated pitch inputs to excite the wing, then stick released to neutral. The wing keeps flexing through a pronounced wave, exactly as your flex model is meant to do — and the three ailerons stay completely fixed for the entire oscillation. No reaction of any kind. On the real aircraft the LAF is triggered on vertical load factor, measured by accelerometer units on the engine pylons, and deflects the ailerons symmetrically UP to unload the outer wing and reduce the root bending moment. It is composed of Passive Turbulence Alleviation and Active Turbulence Alleviation, active above given speed and load-factor thresholds and inhibited in full slat/flap configuration. The test case above is exactly what it exists for. As it stands, the flex model and the aileron channels appear not to talk to each other at all — which is a shame, because the flex model is the hard part and it is already done.REQUEST 2 — The VDA middle-aileron transient (footage from 00:00 to 00:14) Observed: roll inputs produce differential deflection across the three surfaces — that part is already correct — but no transient on the middle one. Documented by Claude Lelaie, Airbus experimental test pilot, in "A380: Development of the Flight Controls" (Airbus Safety First): https://safetyfirst.airbus.com/app/themes/mh_newsdesk/documents/archives/a380-development-of-the-flight-controls2.pdf On 27 July 2005, flight 51 out of Toulouse in strong southerly wind and turbulence, the crew was very active on the stick; aileron activity produced unpleasant lateral accelerations, felt mainly in the rear of the cabin. Retuning gains and damping did not fix it. In mid-October 2005 new PRIM computers were delivered with a new aileron law the design office nicknamed VDA — "Valse Des Ailerons", the aileron waltz. Its purpose was to break a coupling between two wing oscillation modes whose frequencies had become too close. For a left roll input, on the left wing: - inboard aileron : moves up immediately - outboard aileron : moves up as well, to a different deflection - middle aileron : either goes DOWN first, in opposition to the other two, then reverses upward; or goes up after a short delay, passing through neutral Since your channels are already differentiated, this should amount to a transient shaping term on the middle-aileron output only.QUESTIONS 1. Is LAF (PTA/ATA) on the roadmap, or does no load-factor feedback reach the aileron channels by design? 2. Does the roll law carry any middle-aileron transient today, or are the three channels differentiated by gain alone?Happy to record further test cases on request. Thanks for considering it.
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