X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 29 May 2012 13:09:41 -0400 Message-ID: X-Original-Return-Path: Received: from bay0-omc3-s17.bay0.hotmail.com ([65.54.190.155] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTP id 5566051 for lml@lancaironline.net; Tue, 29 May 2012 12:56:07 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.54.190.155; envelope-from=jraddison@msn.com Received: from BAY158-W13 ([65.54.190.189]) by bay0-omc3-s17.bay0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Tue, 29 May 2012 09:55:32 -0700 X-Original-Message-ID: X-Original-Return-Path: jraddison@msn.com Content-Type: multipart/alternative; boundary="_541f0c48-b333-41f2-88e6-7a8d0508ac51_" X-Originating-IP: [75.233.20.148] From: JON ADDISON X-Original-To: Lancair Mailing List Subject: AOA systems X-Original-Date: Tue, 29 May 2012 09:55:32 -0700 Importance: Normal MIME-Version: 1.0 X-OriginalArrivalTime: 29 May 2012 16:55:32.0800 (UTC) FILETIME=[DC4FAC00:01CD3DBB] --_541f0c48-b333-41f2-88e6-7a8d0508ac51_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Terrence asked of AOA systems=2C so standby for conflicting opinions. Here's one. From my experience flying F4s (USAF) and several Navy ac (Na= val TPS) the only AOA presentation that is visually in concert with contact= flying (eg base to final turn) especially in a deceleration pattern: the = presentation indicator MUST be in the field of view as the pilot is looking= out of the cockpit=2C past the instrument panel. An indicator on the inst= rument panel is only more good data like airspeed=2C but requires refocus= =2C and does not deliver the information where it's needed: in the field of= view. Therefore=2C the challenge is to get an appropriate indicator mounted above= the glare shield and as far forward as possible. Additionally=2C the visual must provide intuitive reaction by the pilot and= not require interpretation. The Alpha Systems chevron indicator provides = this. The donut is "onspeed" and the chevrons suggest to the pilot what to= do with the stick. That is why thousands of military fighter pilots in m= illions of hours of flying=2C have come to see this presentation as the app= ropriate standard for instant visual recognition of the AOA right now=2C wh= en micro seconds count. (However=2C the Alpha Systems probe is troublesome= for a couple of reasons.) One que the fighters of the 60's did not have=2C is an aural in the headset= that said "Angle=2C Push=2C Push=2C" and that too would be an excellent an= d valued que for quick response by the pilot. Unfortunately the aural que= doesn't indicate how much to push forward=2C and when is it ok to ease bac= k again. Whether that evokes the desired flight response as quick as a vis= ual in the field of view would require testing. In lieu of that=2C I beli= eve an aural signal with practiced pilot input would be a good contender fo= r use with head-out-of-the-cockpit contact flying=2C where it's most import= ant. The May 2012 issue of Aviation Consumer does a good job of describing AOA s= ystems available. It only lacked in not emphasizing enough that an intuiti= ve visual indication IN THE FIELD OF VIEW is the most useful in preventing = death and destruction. Think donut and chevrons. Jack Addison LNC 2 hi comp=2C no AOA = --_541f0c48-b333-41f2-88e6-7a8d0508ac51_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Terrence asked of AOA systems=2C so standby for conflicting opinions.

<= br>

Here's one. =3B =3BFrom my experience flying F4s (U= SAF) and several Navy ac (Naval TPS) the only AOA presentation that is visu= ally in concert with contact flying (eg base to final turn) especially in a= deceleration pattern: =3Bthe presentation indicator MUST be in the fi= eld of view as the pilot is looking out of the cockpit=2C past the instrume= nt panel. =3BAn indicator on the instrument panel is only more good da= ta like airspeed=2C but requires refocus=2C and does not deliver the inform= ation where it's needed: in the field of view.

The= refore=2C the challenge is to get an appropriate indicator mounted above th= e glare shield and as far forward as possible.

Add= itionally=2C the visual must provide intuitive reaction by the pilot and no= t require interpretation. =3BThe Alpha Systems chevron indicator provi= des this. =3BThe donut is "onspeed" and the chevrons suggest to the pi= lot what to do with the stick. =3B That is why thousands of military f= ighter pilots in millions of hours of flying=2C have come to see this prese= ntation as the appropriate standard for instant visual recognition of the A= OA right now=2C when micro seconds count. =3B(However=2C the Alpha Sys= tems probe is troublesome for a couple of reasons.)

One que the fighters of the 60's did not have=2C is an aural in the heads= et that said "Angle=2C Push=2C Push=2C" and that too would be an excellent = and valued que for quick response by the pilot. =3B Unfortunately the = aural que doesn't indicate how much to push forward=2C and when is it ok to= ease back again. =3BWhether that evokes the desired flight response a= s quick as a visual in the field of view would require testing. =3B In= lieu of that=2C I believe an aural signal with practiced pilot input would= be a good contender for use with head-out-of-the-cockpit contact flying=2C= where it's most important.

The May 2012 issue of = Aviation Consumer does a good job of describing AOA systems available. &nbs= p=3BIt only lacked in not emphasizing enough that an intuitive visual indic= ation IN THE FIELD OF VIEW is the most useful in preventing death and destr= uction. =3BThink donut and chevrons.

Jack Add= ison =3B

LNC 2 hi comp=2C no AOA

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