Terrence – I enjoyed your treatise on the
AOA and reason(s) for having it installed.
However, I would disagree slightly with
your conclusion, and I am not pretending to be anymore expert than the average
survivor of a long span civilian career now private aviator.
The description John used, quote:
“I
see report after report of experienced pilots stalling out while pulling high
g's low or trying to get to a runway after an engine failure by doing a very
steep turn and not understanding what happens to sink rate if you do that”
unquote,
is, in my humble view, correct.
The sink rate under that condition
is the first effect of his example. I’ll bet the average pilot, with that
condition, will react by way of more back stick which further approaches, or
exceeds the critical angle.
Now, from basic, now forgotten training,
the recovery from steep bank angle sink rates is to roll out and then apply
pitch control. This should be instinctive. I realize easier said than
remembered, especially if aiming for a one shot glide approach. But better to
do that, than stall at an unrecoverable altitude.
I think it is fair to say that pilots who
operate in a changing configuration, such as a one shot glide approach, once
they commence reducing below the optimum L/D speed, should be increasing their
awareness of STALL, and hopefully maintain the correct margins even if the
aiming point is degraded.
I still say it would be great to have an
AOA indicator, but I would still fly it as a useful tool, rather than a
primary means if control.
Regards fellas,
Dom Crain