X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 30 Mar 2014 10:23:22 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-kukur.atl.sa.earthlink.net ([209.86.89.65] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 6805792 for lml@lancaironline.net; Sat, 29 Mar 2014 20:47:21 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.65; envelope-from=douglasbrunner@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=YfW+ZshaSRKgPgyB5E10/1emoJlolOMo3qr79DC28lbBH1HMFFJDMUSgKM2s4pDC; h=Received:From:To:Subject:Date:Message-ID:MIME-Version:Content-Type:X-Mailer:Thread-Index:Content-Language:X-ELNK-Trace:X-Originating-IP; Received: from [67.8.30.30] (helo=DougsVAIO) by elasmtp-kukur.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1WU3tf-0002ns-GQ for lml@lancaironline.net; Sat, 29 Mar 2014 20:46:47 -0400 From: "Douglas Brunner" X-Original-To: "'Lancair Mailing List'" Subject: FW: Adding an AOA X-Original-Date: Sat, 29 Mar 2014 20:46:59 -0400 X-Original-Message-ID: <000801cf4bb1$8fa0d310$aee27930$@net> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0009_01CF4B90.088F3310" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: Ac9Lr4tzYRwzhwX9TkCh95E7+mo5SwAAfU5g Content-Language: en-us X-ELNK-Trace: ad85a799c4f5de37c2eb1477c196d22294f5150ab1c16ac0b4de374c5ae8ff798ac998a948c8748b80833ef2cb042b16350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 67.8.30.30 This is a multi-part message in MIME format. ------=_NextPart_000_0009_01CF4B90.088F3310 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit I am thinking of adding an AOA to my plane. The two models that I am looking at are the Bendix King KLR 10 (http://www.bendixking.com/Products/Flight-Controls-Indicators/Indicators/KL R-10) and one of the Alpha Systems units (http://www.alphasystemsaoa.com/) My question has to do with the calibration. Both systems require a calibration at 3 points: 1. On Ground 2. Optimum Alpha Angle 3. Cruise The "on ground" and "cruise" are self explanatory, however the definition of "Optimum Alpha Angle" seems a little "loosey-goosey" to me. Here are the definitions: Alpha Systems "Optimum Alpha Angle" . Able to hold altitude - as close to 0 VSI as possible, zero sink . Full aileron, elevator and rudder control - no buffet or loss of control surface stability Bendix King "Optimum Alpha Angle" . Able to hold altitude, 0 Vertical Speed, zero sink (5 to 10 fpm climb OK) . Full aileron, elevator and rudder control, not in a buffet, pilot to identify the set point by pitching back slowly to a pitch no longer able to climb but able to hold altitude with full control of the airplane. First of all, since this is a system meant to be used in landing (or at least that is how I will mostly use it), I intend to calibrate the "Optimum Alpha Angle" in landing configuration (gear down, full flaps). However, determining when I have "full aileron, elevator and rudder control" isn't all that clear to me. I am sure that I can tell when I have aileron, elevator and rudder control - but the "full" part is less clear. Does that mean a full control deflection? Not something I am anxious to try that close to stall. Alternatively, I could just do a stall in landing configuration and set the "Optimum Alpha Angle" to 1.3 x stall. Advice? D. Brunner N241DB 750 hours ------=_NextPart_000_0009_01CF4B90.088F3310 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

 

I am = thinking of adding an AOA to my plane.  The two models that I am = looking at are the Bendix King KLR 10 (http://www.bendixking.com/Products/Flight-Controls-Indica= tors/Indicators/KLR-10) and one of the Alpha Systems units (http://www.alphasystemsaoa.com/<= /a>)

My question has to do with = the calibration.  Both systems require a calibration at 3 = points:

1.      = On = Ground

2.      = Optimum = Alpha Angle

3.      = Cruise

 

The “on = ground” and “cruise” are self explanatory, however the = definition of “Optimum Alpha Angle” seems a little = “loosey-goosey” to me.  Here are the = definitions:

 

Alpha Systems = “Optimum Alpha Angle”

·         = Able to = hold altitude – as close to 0 VSI as possible, zero = sink

·         = Full = aileron, elevator and rudder control – no buffet or loss of = control surface stability

 

Bendix King = “Optimum Alpha Angle”

·         = Able to = hold altitude, 0 Vertical Speed, zero sink (5 to 10 fpm climb = OK)

·         = Full = aileron, elevator and rudder control, not in a buffet, pilot to identify = the set point by

pitching back slowly to = a pitch no longer able to climb but able to hold altitude with = full

control of = the airplane.

 

First of all, = since this is a system meant to be used in landing (or at least that is = how I will mostly use it), I intend to calibrate the “Optimum = Alpha Angle” in landing configuration (gear down, full = flaps).  However, determining when I have “full aileron, = elevator and rudder control” isn’t all that clear to = me.  I am sure that I can tell when I have aileron, elevator and = rudder control – but the “full” part is less = clear.  Does that mean a full control deflection?  Not = something I am anxious to try that close to = stall.

 

Alternatively, I = could just do a stall in landing configuration and set the = “Optimum Alpha Angle” to 1.3 x = stall.

 

Advice?

 

<= p class=3DMsoNormal>D. = Brunner

N241DB 750 = hours

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