X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 30 May 2012 11:59:14 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-galgo.atl.sa.earthlink.net ([209.86.89.61] verified) by logan.com (CommuniGate Pro SMTP 5.4.5) with ESMTP id 5566464 for lml@lancaironline.net; Tue, 29 May 2012 15:29:44 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.61; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=rWLIHlVyudoFLRjRGMHPzU7pAFOebjjJ1HwcdCo0UUcNHbyOjTrgTI1cakO7yypp; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [71.181.122.227] (helo=[192.168.1.24]) by elasmtp-galgo.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1SZS6Q-0006PS-Cs for lml@lancaironline.net; Tue, 29 May 2012 15:29:10 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-121--764702870 Subject: Re: [LML] AOA systems X-Original-Date: Tue, 29 May 2012 15:29:09 -0400 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: <9222B269-0B2D-4921-9F84-44B1F3B82202@earthlink.net> X-Mailer: Apple Mail (2.1084) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da94021d8ceb3bc21835fd1bf86edca1f455e350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 71.181.122.227 --Apple-Mail-121--764702870 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii Jack - what do you see as the issues with the Alpha Systems "probe"? = Actually do you mean "Advanced Systems" which has no probe but just a = couple of static holes in the wing? On May 29, 2012, at 1:09 PM, JON ADDISON wrote: Terrence asked of AOA systems, so standby for conflicting opinions. Here's one. =46rom my experience flying F4s (USAF) and several Navy = ac (Naval 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, past the instrument panel. An = indicator on the instrument panel is only more good data like airspeed, = but requires refocus, and does not deliver the information where it's = needed: in the field of view. Therefore, the challenge is to get an appropriate indicator mounted = above the glare shield and as far forward as possible. Additionally, 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 millions of hours of flying, have come to see this = presentation as the appropriate standard for instant visual recognition = of the AOA right now, when micro seconds count. (However, the Alpha = Systems probe is troublesome for a couple of reasons.) One que the fighters of the 60's did not have, is an aural in the = headset that said "Angle, Push, Push," and that too would be an = excellent and valued que for quick response by the pilot. = Unfortunately the aural que doesn't indicate how much to push forward, = and when is it ok to ease back again. Whether that evokes the desired = flight response as quick as a visual in the field of view would require = testing. In lieu of that, I believe an aural signal with practiced = pilot input would be a good contender for use with = head-out-of-the-cockpit contact flying, where it's most important. The May 2012 issue of Aviation Consumer does a good job of describing = AOA systems available. It only lacked in not emphasizing enough that an = intuitive visual indication IN THE FIELD OF VIEW is the most useful in = preventing death and destruction. Think donut and chevrons. Jack Addison =20 LNC 2 hi comp, no AOA --Apple-Mail-121--764702870 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=us-ascii Jack - what do you see as the issues with the Alpha = Systems "probe"?   Actually do you mean "Advanced Systems" which = has no probe but just a couple of static holes in the = wing?

On May 29, 2012, at 1:09 PM, JON ADDISON = wrote:

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

Here's one.    =46rom = my experience flying F4s (USAF) and several Navy ac (Naval 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, past the instrument panel.  An = indicator on the instrument panel is only more good data like airspeed, = but requires refocus, and does not deliver the information where it's = needed: in the field of view.

Therefore, the = challenge is to get an appropriate indicator mounted above the glare = shield and as far forward as = possible.

Additionally, 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 = millions of hours of flying, have come to see this presentation as the = appropriate standard for instant visual recognition of the AOA right = now, when micro seconds count.  (However, the Alpha Systems probe = is troublesome for a couple of reasons.)

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

The May 2012 issue of Aviation = Consumer does a good job of describing AOA systems available.  It = only lacked in not emphasizing enough that an intuitive 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, no = AOA




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