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Date: Thu, 02 Aug 2007 21:37:58 -0400
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From: "Skip Slater" <skipslater@verizon.net>
Subject: Re: [LML] What causes stall/spin
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John,
   I'd take issue with your statement that AOA indicators are good only if 
landing on a carrier.  If that were the case, I don't think it would be 
displayed in the PFD and HUD of the 737's I fly at American.
   Granted, most of the time AOA is not something you even look at.  Most of 
us use airspeed, not AOA as our target when landing.  When it becomes an 
invaluable tool is in the case of a stall, encounter with wake turbulence in 
the pattern or particularly in the case of an engine failure when it can 
show you when your wing is producing the most lift and particularly if 
you're defeating yourself by trying to extract more lift than your wing can 
provide.
   You're correct that many pilots react to a dropping nose in a stall by 
pulling back on the elevator.  The AOA will tell you aurally and show you on 
the indicator when you're pulling too much.  Heed it's guidance and you 
stand a far greater chance of recovering rather than making things worst. 
If you're facing a forced landing, AOA will indicate optimum L/D for any 
weight, which gives you the best glide performance.
   I flew AOA in the Navy and I used it for much more than just carrier 
landings.  At American, we practice windshear, microburst and unusual 
attitude recoveries in the simulator using AOA as our primary guidance for 
pitch inputs.  I'm glad I have it in my ES and advocate it's use in any 
experimental.
   Skip Slater
   N540ES