X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 30 Apr 2006 13:51:36 -0400 Message-ID: X-Original-Return-Path: Received: from mail6.tpgi.com.au ([203.12.160.113] verified) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTPS id 1085058 for lml@lancaironline.net; Fri, 28 Apr 2006 22:09:19 -0400 Received-SPF: pass receiver=logan.com; client-ip=203.12.160.113; envelope-from=domcrain@tpg.com.au X-TPG-Antivirus: Passed Received: from CRAIN (220-245-137-22.tpgi.com.au [220.245.137.22] (may be forged)) by mail6.tpgi.com.au (envelope-from domcrain@tpg.com.au) (8.13.6/8.13.6) with ESMTP id k3T28RON026868 for ; Sat, 29 Apr 2006 12:08:29 +1000 From: "Dominic V Crain" X-Original-To: "'Lancair Mailing List'" Subject: RE: [LML] Re: AOA X-Original-Date: Sat, 29 Apr 2006 12:08:26 +1000 X-Original-Message-ID: <008001c66b31$cdd29f60$0202a8c0@CRAIN> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0081_01C66B85.9F7EAF60" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0081_01C66B85.9F7EAF60 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Terrence - I enjoyed your treatise on the AOA and reason(s) for having = it installed. However, I would disagree slightly with your conclusion, and I am not pretending to be anymore expert than the average survivor of a long span civilian career now private aviator. The description John used, quote: "I see report after report of = experienced pilots stalling out while pulling high g's low or trying to get to a = runway after an engine failure by doing a very steep turn and not understanding what happens to sink rate if you do that" unquote, is, in my humble = view, correct. The sink rate under that condition is the first effect of his example. = I'll bet the average pilot, with that condition, will react by way of more = back stick which further approaches, or exceeds the critical angle. Now, from basic, now forgotten training, the recovery from steep bank = angle sink rates is to roll out and then apply pitch control. This should be instinctive. I realize easier said than remembered, especially if aiming = for a one shot glide approach. But better to do that, than stall at an unrecoverable altitude. I think it is fair to say that pilots who operate in a changing configuration, such as a one shot glide approach, once they commence reducing below the optimum L/D speed, should be increasing their = awareness of STALL, and hopefully maintain the correct margins even if the aiming point is degraded. I still say it would be great to have an AOA indicator, but I would = still fly it as a useful tool, rather than a primary means if control. Regards fellas, Dom Crain =20 =20 =20 ------=_NextPart_000_0081_01C66B85.9F7EAF60 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Terrence – I enjoyed your = treatise on the AOA and reason(s) for having it installed.

However, I would disagree slightly = with your conclusion, and I am not pretending to be anymore expert than the = average survivor of a long span civilian career now private = aviator.

The description John used, quote: = “I = see report after report of experienced pilots stalling out while pulling = high g's low or trying to get to a runway after an engine failure by doing a very = steep turn and not understanding what happens to sink rate if you do = that” unquote, is, in my = humble view, correct.

 The sink rate under that = condition is the first effect of his example. I’ll bet the average pilot, with = that condition, will react by way of more back stick which further = approaches, or exceeds the critical angle.

Now, from basic, now forgotten = training, the recovery from steep bank angle sink rates is to roll out and then = apply pitch control. This should be instinctive. I realize easier said than = remembered, especially if aiming for a one shot glide approach. But better to do = that, than stall at an unrecoverable altitude.

I think it is fair to say that = pilots who operate in a changing configuration, such as a one shot glide approach, = once they commence reducing below the optimum L/D speed, should be increasing = their awareness of STALL, and hopefully maintain the correct margins even if = the aiming point is degraded.

I still say it would be great to = have an AOA indicator, but I would still fly it as a useful tool, rather than a = primary means if control.

Regards fellas,

Dom Crain

 

 

 

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