X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 30 Mar 2014 14:18:09 -0400 Message-ID: X-Original-Return-Path: Received: from mta31.charter.net ([216.33.127.82] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 6806350 for lml@lancaironline.net; Sun, 30 Mar 2014 12:30:45 -0400 Received-SPF: pass receiver=logan.com; client-ip=216.33.127.82; envelope-from=troneill@charter.net Received: from imp10 ([10.20.200.15]) by mta31.charter.net (InterMail vM.8.01.05.02 201-2260-151-103-20110920) with ESMTP id <20140330163012.UHAU6769.mta31.charter.net@imp10> for ; Sun, 30 Mar 2014 12:30:12 -0400 Received: from [192.168.2.3] ([75.132.161.69]) by imp10 with smtp.charter.net id jsWB1n00p1W8Pdn05sWCb2; Sun, 30 Mar 2014 12:30:12 -0400 X-Authority-Analysis: v=2.0 cv=Q7eKePKa c=1 sm=1 a=dksOS2KhiOYOTGJMmz5HMQ==:17 a=yUnIBFQkZM0A:10 a=hOpmn2quAAAA:8 a=uPYnuhDeAAAA:8 a=agrPUkRYAAAA:8 a=SGH4imCK-CwsPWA7LisA:9 a=pILNOxqGKmIA:10 a=UAo6cjCp0bOsW-4xSGgA:9 a=_W_S_7VecoQA:10 a=WlaaLJkjUwwA:10 a=dksOS2KhiOYOTGJMmz5HMQ==:117 From: Terrence O'Neill Mime-Version: 1.0 (Apple Message framework v1085) Content-Type: multipart/alternative; boundary=Apple-Mail-27--869498171 Subject: Re: [LML] FW: Adding an AOA X-Original-Date: Sun, 30 Mar 2014 11:30:12 -0500 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: X-Mailer: Apple Mail (2.1085) --Apple-Mail-27--869498171 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 D., IMHO the prime purpose of an AOA is: to make the wing's STALL ANGLE visible to the pilot. You do that by = flying the plane and stalling it as you watch the AOA... then mark that = angle. The next most useful AOA info is the best L/D or best R/C... done the = same way... fly the plane while watching the best R/C for a given power = setting, and make that angle. Terrence L235/320 N211AL On Mar 30, 2014, at 9:23 AM, Douglas Brunner wrote: > =20 >=20 > 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/= KLR-10) and one of the Alpha Systems units = (http://www.alphasystemsaoa.com/) >=20 > My question has to do with the calibration. Both systems require a = calibration at 3 points: >=20 > 1. On Ground > 2. Optimum Alpha Angle > 3. Cruise > =20 > The =93on ground=94 and =93cruise=94 are self explanatory, however the = definition of =93Optimum Alpha Angle=94 seems a little =93loosey-goosey=94= to me. Here are the definitions: > =20 > Alpha Systems =93Optimum Alpha Angle=94 > =B7 Able to hold altitude =96 as close to 0 VSI as possible, = zero sink > =B7 Full aileron, elevator and rudder control =96 no buffet or = loss of control surface stability > =20 > Bendix King =93Optimum Alpha Angle=94 > =B7 Able to hold altitude, 0 Vertical Speed, zero sink (5 to = 10 fpm climb OK) > =B7 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. > =20 > 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 = =93Optimum Alpha Angle=94 in landing configuration (gear down, full = flaps). However, determining when I have =93full aileron, elevator and = rudder control=94 isn=92t all that clear to me. I am sure that I can = tell when I have aileron, elevator and rudder control =96 but the =93full=94= part is less clear. Does that mean a full control deflection? Not = something I am anxious to try that close to stall. > =20 > Alternatively, I could just do a stall in landing configuration and = set the =93Optimum Alpha Angle=94 to 1.3 x stall. > =20 > Advice? > =20 >=20 > D. Brunner >=20 > N241DB 750 hours >=20 --Apple-Mail-27--869498171 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 D.,

IMHO the prime purpose of an = AOA is:
 to make the wing's STALL  ANGLE visible to = the pilot.  You do that by flying the plane and stalling it as you = watch the AOA... then mark that angle.
The next most useful = AOA info is the best L/D or best R/C... done the same way... fly the = plane while watching the best R/C for a given power setting, and make = that = angle.

Terrence
L235/320
N211= AL

On Mar 30, 2014, at 9:23 AM, Douglas Brunner = wrote:

I am thinking of = adding an AOA to my plane.  The two models that I am looking at are = the Bendix King KLR 10 (My question has to do with the = calibration.  Both systems require a calibration at 3 = points:

 

D. Brunner

N241DB 750 = hours


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