Tsam gets the Angles?.

[Ironflight]

Last Oshkosh we got a deal from a fellow builder on a new-in-the-box AFS AoA Pro system. Having flown the system in the RV-8 for a year or more, both Louise and I have grown to really like the added insight into the lift margin that you get, and decided that having it in the RV-3 would be a big plus. Moves and life changes being what they are, this week was the first opportunity I have had to get it installed ? during Tsamisyu?s condition inspection. Heck ? the tips and covers are off ? why not run something through the openings? Installation was actually quite straightforward ? building a flap limit switch was the most difficult fabrication job, and then running wires took a couple of hours. The finished product looks like it belongs there!


(BTW, that picture was taken inside a fully closed hangar- all three GPS?s locked on with lightning speed ? I guess having a wood-decked, asphalt-shingled hangar roof has advantages!)

I took the plane up for calibration runs today and boy, was that fun. Basically, you do a flaps up and flaps down run, and in each run, you have to establish Zero-G and push a button while you?re there, and then establish Stall+15% and do another button push there. The instructions do say ?have a co-pilot (with a barf bag handy) and let them do the button pushing?. Easier said than done in a single-place airplane?.

The flaps-up run was simple, with the zero-G run quite enjoyable ? climb at a steep angle, push over and get five or six seconds in which to push the button, then recover. Just like the vomit comet, only slower. The flaps down run was just about as challenging of a flight test maneuver as I have done in a long time. The flap speed on a -3 is pretty low (87 knots), so establishing the speed below that limit, then pushing over (without a lot of energy) puts you about 45 degrees nose low when you establish a steady zero-G, then when you have finished releasing the button, given reaction time, you are pointed straight down ? and accelerating?with the flaps still down! So you have to be really quick, and really precise. A wonderful challenge, and no metal was bent.



Why not just use the AoA on the G3X? Because I like Tsam?s blade pitot tube, and don?t want to change it?.besides, I really like a glareshield mount for the AoA indicator.

The only thing about adding an AoA? You find out just how much ?too fast? you have been flying your normal approaches?.

Paul

[BillL]

Sweet installation, Paul. I too have a blade pitot , and an AoA would be very nice to have. I missed what you used as an air pressure sensor. Leading edge?

[rleffler]

The AFS AOA uses a small hole of the top and bottom of the wing.

[xblueh2o]

I already made a decision that I will have a glare shield mounted AoA display.
When you need the information an AoA display gives the most is when you should be looking inside the cockpit the least.

[rmartingt]

Originally Posted by Ironflight

Why not just use the AoA on the G3X? Because I like Tsam?s blade pitot tube, and don?t want to change it?.besides, I really like a glareshield mount for the AoA indicator.

Originally Posted by BillL

Sweet installation, Paul. I too have a blade pitot , and an AoA would be very nice to have. I missed what you used as an air pressure sensor. Leading edge?

I have a blade pitot too, and will probably be to the point of fitting it in a couple months. My first thought is to use the "static" port on the blade for AOA sensing and use the standard blind rivet static ports on the fuselage, but that might not work. Anyone know if it's been tried?

If it doesn't work, I'll probably do another pop rivet on the underside of the leading edge like some of the -12 guys have done.

[Randy]

Those of you that might be on the fence regarding AOA.

I recently had to make the impossible turn back to the runway or try landing in some very steep rocky and cactus strewn terrain, (no need to go into that debate). I cannot credit the AOA for making the impossible turn possible, but I sure do remember watching those lights out of the corner of my eye as I took it nearly knife edge on the way around.

It was very comforting to know that even if I was not watching out the corner of my eye, Betty was ready to say the magic words, "angle angle push push", if I got to close to the stall point.

In my view an AOA is mandatory safety equipment and puts the old stall warning used on Cessnas etc. in the dark ages.

It is also very nice to have on "normal" approaches

Randall

[Smilin' Jack]

Looks great Paul, I really enjoy the one on the Dynon display and as one person put it it is amazing
Jack

[Walt]

Originally Posted by Randy

Those of you that might be on the fence regarding AOA.

In my view an AOA is mandatory safety equipment and puts the old stall warning used on Cessnas etc. in the dark ages.

It is also very nice to have on "normal" approaches

Randall

I coudn't agree more!

[sjhurlbut]

Glad to see it went to good use.

[Smilin' Jack]

Looks great Paul, I really enjoy the one on the Dynon display and as one person put it it is amazing
Jack