Return-Path: Received: from [161.88.255.139] (account marv@lancaironline.net) by logan.com (CommuniGate Pro WebUser 4.2.2) with HTTP id 422657 for lml@lancaironline.net; Mon, 20 Sep 2004 12:26:16 -0400 From: "Marvin Kaye" Subject: Re: [LML] More AOA To: lml X-Mailer: CommuniGate Pro WebUser Interface v.4.2.2 Date: Mon, 20 Sep 2004 12:26:16 -0400 Message-ID: In-Reply-To: <004a01c49f2d$ca090530$6401a8c0@axs> References: <004a01c49f2d$ca090530$6401a8c0@axs> X-Priority: 3 MIME-Version: 1.0 Content-Type: text/plain; charset="ISO-8859-1"; format="flowed" Content-Transfer-Encoding: 8bit Posted for "terrence o'neill" : Mark, Note this as evidence of the effectiveness for AOAs.-- In 1956, the year the Navy installed AOA gear on all its carriers, the landing crash record of NAVY-TRAINED, EXPERIENCED, PROFESSIONAL PILOTS, dropped fifty percent. That's 50%! The first year. An AOA indicator lets th pilot SEE the airflow that he's playing his wing against. How's this relate to Lancairs? In the Lancair2s the stick force is very light, even with 30 degrees flaps, according to the CAFE evaluation, and lack's the feedback by which pilots gage the Gs they pull. There ain't much. Pre-stall buffets are also reported to be light. Wouldn't it help to SEE the danger, and automtically avoid it? It would be nice to have the stickforce-per-G increased. But that still doesn't SHOW the pilot how close he is to stall AOA. The CAFE-tested L235/320, at 1775-lbs., stalled at 71 knots at ONE G. That means it also stalls at 98 knots at TWO Gs, and at 121knots at THREE Gs... by the airspeed indicator. By an AOA indicator it stalls at the STALL mark, no matter how many Gs, no matter what airspeed, no matter what weight. I've been flyign with one since 1963, but don't take my word for it. Find a plane with one on it and try it yourself. Try it. You'll like it. It increases the fun. T.