The other day I overshoot my final turn due to a stiff crosswind and I banked more than normal to compensate (didn't check, but probably around 45* or less). I don't believe I loaded up any G's, as my decent increased and I added power (My approaches are done at 85 MPH until short final). I had no negative effects or outcome. However, it got me thinking and researching to be sure I learn from this and stay safe.
It seems that bank angle in itself isn't a factor, it is the adding of G's through up elevator that causes the AOA to increase and thereby the stall speed increase. I have a D100 with an AOA indicator and my question is, if I am in a bank and near the stall point for my current configuration, will I get an AOA warning similar to when I stall level. I assume this is the case, but wasn't sure and looking for confirmation from those more experienced in this area.
Dynon recommends doing 4 stall maneuvers for AOA calibration (power-off/Clean & dirty + accelerated/Clean & dirty). I only did the power-off dirty calibration, as I didn't want the alarm going off too early in landing configuration. I am guessing they recommend this because the AOA at stall is less or more in the different configurations. Any guidance in this area? I am now thinking that I want a broader range of warning to be sure that I get a warning for the situation outlined above.
Thanks,
Larry
It seems that bank angle in itself isn't a factor, it is the adding of G's through up elevator that causes the AOA to increase and thereby the stall speed increase. I have a D100 with an AOA indicator and my question is, if I am in a bank and near the stall point for my current configuration, will I get an AOA warning similar to when I stall level. I assume this is the case, but wasn't sure and looking for confirmation from those more experienced in this area.
Dynon recommends doing 4 stall maneuvers for AOA calibration (power-off/Clean & dirty + accelerated/Clean & dirty). I only did the power-off dirty calibration, as I didn't want the alarm going off too early in landing configuration. I am guessing they recommend this because the AOA at stall is less or more in the different configurations. Any guidance in this area? I am now thinking that I want a broader range of warning to be sure that I get a warning for the situation outlined above.
Thanks,
Larry