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You're right. Age does things to
memory. According to the T-2B/C NATOPS, the stall speed is 88 kts. with
2K# of fuel and 0 degrees of bank. Same setup at 30 degrees of
bank, stall speed is 94. Fifteen units AOA with 2K# of fuel is 103
kts. Difference is 9 kts in the approach and 15 on final. Still a
long way from what anyone should be using for a Lancair approach speed.
Most importantly, 15 units AOA is equivalent to a speed at which sink
rate cannot be reduced with stick. The only way to do it is with power and
in some of the a/c I flew, power response was a lot less than instantaneous. AOA
picked up sink much quicker than an airspeed indicator and allowed quicker, and
therefore smaller power adjustments.
Lancair teaches a 100 kt. approach speed all
the way to flare. With 300 hrs + in the airplane, I now use 90 on short
final in smooth air and, if I am going into a short strip, 85. In rough
air, I am at 100 the whole way. That's 41 kts. over my stall speed.
I could easily pull 2G on flare and not stall. For that kind of approach,
an airspeed indicator works fine.
In a message dated 9/23/2004 12:19:28 PM Central Standard Time,
marv@lancaironline.net writes:
Comments from a former nasal radiator: we used AOA for
approaches flown
so
as to be able to land on aircraft carriers.
Approach speed was two-three
knots above 1G stall speed and was the speed
at which ANY elevator input
increased sink rate.
Perhaps your memory is a little off... but "on speed" AOA was not 2 to 3
knots above 1 G stall speed. If that was the case, I would have had to use the
Martin Baker alternate landing device many times. :)
Regards,
Jeff Edwards
A-6 bomardier/ navigator
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