Return-Path: Sender: (Marvin Kaye) To: lml Date: Thu, 20 Jun 2002 07:36:01 -0400 Message-ID: X-Original-Return-Path: Received: from siaag2ac.compuserve.com ([149.174.40.133] verified) by logan.com (CommuniGate Pro SMTP 4.0b4) with ESMTP id 1501229 for lml@lancaironline.net; Wed, 19 Jun 2002 23:47:56 -0400 Received: (from mailgate@localhost) by siaag2ac.compuserve.com (8.9.3/8.9.3/SUN-1.12) id XAA19454 for lml@lancaironline.net; Wed, 19 Jun 2002 23:47:56 -0400 (EDT) X-Original-Date: Wed, 19 Jun 2002 23:46:24 -0400 From: James Frantz Subject: [LML] Re: stalls X-Original-Sender: James Frantz X-Original-To: "INTERNET:lml@lancaironline.net" X-Original-Message-ID: <200206192346_MC3-1-2FE-52D1@compuserve.com> MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=ISO-8859-1 Content-Disposition: inline >With all this talk about stalls and AOA< Of course, I have to comment about PLI and AOA. Most PLIs (pitch limit indicators) use an AOA vane as their primary input. The Sierra flight system uses a calculated input to the PLI. It is better than nothing but= not the real thing and as I understand their product, it does not include= gross weight and CG inputs which can have a significant effect on AOA. About half of the Lancair fatalities over the past years may have been avoided with an active stall warning device. A stall warning device must= include an aural warning and warns well in advance of reaching the critic= al angle. Stall strips do not give adequate warning (2-4 knots) and general= ly would not even meet the minimumal Part 23 rules nor do they provide an aural warning. Did you notice that the Colunbia has strips but still was required to have an active stall warner. The ultimitate system is a true full range AOA that reads what is happeni= ng at the wing aerodynamically. = James B. Frantz Proprietary Software Systems, Inc. www.angle-of-attack.com LFrantz@compuserve.com (952) 474-4154