I've never flown an RV-9 or -10, but the short wing RVs that I've flown had essentially zero stall warning. There was a very tiny burble about a knot before the stall, but it was so small that you wouldn't notice it unless you were looking for it. There have been a number of fatal RV accidents that may have been due to low altitude stalls.gasman said:
jlfernan said:
Yes BUT WHY? Why is it standard on the -10 and not the Dash less than ten models.rvbuilder2002 said:
What was going on in Van's mind.
dav1111 said:
PJSeipel said:
Pilots don't come to hardship with regards to stalling in level flight. Usually they stall when their attention is elsewhere in some maneuver other than level flight. For this reason I would NOT suggest that the provided Van's stall warning is a waste of time or recommend that folks NOT install it. Good pilots should recognize the stall in the C-172 also, but Cessna and the FAA see fit to install one of these tabs, for those less than "reasonably competent" pilots.dav1111 said:
and he realized quickly that he was over doing the bank and corrected. ) so stack the deck in your (and your passengers) favor and have something that will tell you when you are going to make a fatal mistake.
I'm betting quite a few guys who have stalled and spun at low altitude thought this way too. It is very easy to convince ourselves we are better than all those dumb smucks who crashed, but they probably thought they were pretty good too. It is easy to get distracted, and miss something that logically should be obvious (stick force and mushy controls at high AOA, leading to stall, or low voltage light on aircraft with electrically-dependent engine, resulting in engine failure, etc). Don't assume that you will always be perfectly alert. You won't.
Kevin Horton said:
rv6ejguy said:
kentb said:
"Tongue depressor" stall vanes work by sensing the movement of the airflow's stagnation point, which moves as the AOA changes. At low AOA the stagnation point is ahead of the stall vane, so is pushed back or down. At high AOA the stagnation point is behind the vane, so it is pushed forward or up. Thus it should, in theory, provide a stall warning at the same AOA, no matter what the g loading, angle of bank, CG, etc. However, the AOA at stall would probably be affected by the flap angle and the amount of power produced by the engine. The builder should do testing to investigate these effects to ensure that the stall warning was adequate in the worst case condition.rv6ejguy said:
Not sure what is in the box that all the hoses plug into, but the cost may be more than $85.00. But even if it is cheaper in parts cost, there is still the cost to manufacture and test each unit. I know that they are all tested, because I have taken a tour of their factory. The other think that people forget about is the development cost of a product. This cost is recouped over the life of the product, so each unit has to have some of that cost in it.gasman said:The AOA SPORT is priced at $875.00. It has been out for about 10 years. The cost to mfg this product is about (just a guess) $85.00.
Would you pay $400.00 for this item? Maybe AFS would sell many more if they would just be realistic in their price.
The unit just reads pressure at two locations and sounds a voice alarm at a given spread. This is RADIO SHACK stuff!!!!!
The LRI is simple and is all around a better system at 1/2 the price. But it is still to high priced. It should be about $200.00
So, what would you pay for a Angle Of Attack system? The next best thing to seatbelts.
Warren
How do you propose to convert pressure readings to AOA? It isn't a simple conversion. The amount of fuel you would burn during the flight testing to test out different algorithms would probably be more than the cost of an AOA system with a proven algorithm.RV8RIVETER said:
Kevin Horton said:
