Help me understand the advantage of AOA in a 2 seat RV

[rmartingt]

Originally Posted by 60av8tor

AOA's great teaching aspect is the ability to always see the reserve and to see and learn how my actions affect that reserve.

I think this is an oft-ignored benefit. Being able to see/hear how it's changing with maneuvers will really help someone get a better understanding of what the airplane is actually doing, and can maybe help calibrate that seat-of-the-pants feel a little better.


On a completely unrelated note note, does anyone here flip their AOA indicator the other way? It seems more intuitive to me to start the green at the top and have the bars drop into the red near the bottom.

[rsultzbach]

RJBOB,

Personally, I think an AOA is indispensable. If my airspeed indicator failed in the landing pattern, I would hardly notice since my primary reference in landing is the AOA. The AOA leads airspeed changes. I have many times observed the AOA changing and then the ASI finally changes 2-3 seconds after the AOA indicator. Why do you care if others put AOA indicators in their aircraft? To me the AOA indicator is far superior to a stall warning vane AND ASI in the landing pattern. My aircraft will always have an AOA indicator installed.

Bob S.

[rjbob]

Originally Posted by rsultzbach

RJBOB,

Personally, I think an AOA is indispensable. If my airspeed indicator failed in the landing pattern, I would hardly notice since my primary reference in landing is the AOA. The AOA leads airspeed changes. I have many times observed the AOA changing and then the ASI finally changes 2-3 seconds after the AOA indicator. Why do you care if others put AOA indicators in their aircraft? To me the AOA indicator is far superior to a stall warning vane AND ASI in the landing pattern. My aircraft will always have an AOA indicator installed.

Bob S.

Sir,
If you believe an AOA is indispensable, then for you, it is indispensable.

I do not care if others have them installed in their aircraft. I merely believe it is unnecessary. And for many pilots without proper training, one other item that diverts their attention at times when eyes should be outside the aircraft.

Again...my opinion only.

The best airplane is the one the pilot likes the most.
The best instrumentation is the setup the pilot like the most.

[rjbob]

Originally Posted by rsultzbach

RJBOB,

Personally, I think an AOA is indispensable. If my airspeed indicator failed in the landing pattern, I would hardly notice since my primary reference in landing is the AOA. The AOA leads airspeed changes. I have many times observed the AOA changing and then the ASI finally changes 2-3 seconds after the AOA indicator. Why do you care if others put AOA indicators in their aircraft? To me the AOA indicator is far superior to a stall warning vane AND ASI in the landing pattern. My aircraft will always have an AOA indicator installed.

Bob S.

Tell you what, Bob,
I note that you are based in Memphis. I will be in Jackson, Mississippi in April for an R/C jet event before flying my 7 back up to Alaska. If you want to fly down from Memphis to enjoy the event, I'll buy you dinner and we can just talk about how much fun we have with our RV airplanes!

[precession]

Originally Posted by terrye

On small airplanes I have yet to see a pivoted trailing vane AOA sensor.

Coincidentally, "Hangar1271" just posted this comment in this thread in the RV-4 section of the forum http://www.vansairforce.com/communit....php?t=121327:

"I recommend this unit: http://www.ackemma.com/index.html

I installed it on a Mooney and it works great. Rip, the developer, is a great help and you don't mess with the pitot. Installation is simple because there are no tubes to run and the display is very small but easily seen and used. I know it isn't one of the better known units but I'm telling you it is a great option at a great price and I highly recommend it.

If you call Rip, tell him I sent you. Even though I have no interest in the company I believe in the product.
__________________
David
mazerbase@yahoo.com"

[pierre smith]

A friend of mine is a retired Naval Carrier pilot and has a vane on his Christen Eagle strut. Also retired as a Delta check pilot.

Best,

[Triple7]

To address the AOA discussion, think of AOA as an instrument telling you how much performance is left in the wing. Precision in your flying cannot be over emphasized here.
Anyway, just offering my 2 cents worth.
Mark

[Ed_Wischmeyer]

I don't know much about them, and I'm surprised theyhave not been brought up. I think it's a combination of AOA margin above stall and airspeed above 1G stall speed, or something like that. For example, flying two degrees below critical angle of attack at 70 knots has only a little lift reserve but at the same AOA at 150 knots, you've got lots of reserve lift. But like AOA, what is it really good for under what conditions, and how do you use it?

[Bavafa]

To follow up on this discussion, I went for a few touch & go using the AOA in my plane in place of my typical IAS. What I found was that for my typical pattern, which is a short pattern with power to idle, using the AOA gives me too steep of a descend rate specially on final unless I add power to shallow the descend. Again, my typical pattern is a short pattern where I pull to idle a beam of numbers and have a more of nose down attitude to keep the speed up as we all know in RV if you are slow, your sink rate will be much higher.

So do you guys with AoA use power to shallow your descend on final?

[Raymo]

Originally Posted by Triple7

To address the AOA discussion, think of AOA as an instrument telling you how much performance is left in the wing. Precision in your flying cannot be over emphasized here.
Anyway, just offering my 2 cents worth.
Mark

Well, stated. I would make one minor change, based on reading the experience of others here:

Think of AOA as an instrument telling you how much performance is in the wing.

It helps avoid stalls but also with take-off and cruise for best climb and economy.