I have installed the Alpha unit on my C-150M. WOW, when properly calibrated, this tool is GREAT during ALL phases of flight, especially on short field takeoffs and all landings. I've stopped hawking the airspeed indicator and use the AoA exclusively during ALL landings - including crosswind and gusty landings. Flying the donut is a snap and easily learned. I had my display placed left of center because most of the traffic patterns I fly are left turns. I believe an AoA indicator should be a must for ALL GA aircraft.
The 2nd accident in this video illustrates the terrain and required approach a pilot would need to make to land on the grass runway. The video also told us the pilot was operating in IMC when LOC occurred. Question: How was the pilot planning to maneuver the aircraft to land if the airport environment was not visible?
Firstly, the causal factors listed by NTSB are more symptomatic. More causal, may be elements such as lack of wind cognizance and effective compensation. The rapid division of attention required for what may be an unknown environment(airfield). Much information is missing. CFI's need to ask themselves, how could effective, meaningful training, have prevented these accidents.A non- digital (tape) 'old style' analog airspeed indicator has the added benefit on approach, to act as an alpha (AoA) indicator for a given configuration. Aircraft employing the newer panels lack this visual and this is where an AoA indicator is helpful. Moreover, many instructors are not, or are unable to teach basic airmanship both cognitively and as a skill set. Many pilots are not taught to ' fly the wing'. What is depicted here is accurate. Indeed, the deployment of lift creating devices increases the wings 'effective' area thereby deceasing the area of air around the wing (Area x Velocity x'roh' = Constant). Lowering the stagnation point on the leading edge by induced alpha or an added 'drooped leading edge' increases the 'effective' area of the wing too.As area of air decreases its velocity increases, and per Bernoulli, a pressure decrease is noted. Recall too the stall occurs because air in motion has momentum and simply cannot make the sharper turn for a certain angle to remain laminar.The AoA device that for me was deemed usable, was a needle style on the panel of the Canadair CL-415. These devices are meant to enhance safety, but are not a substitute-able crutch for routinely practicing MCA, Stalls, etc.type skill sets. Including airman cognition and knowing the envelope of your aircraft. This is an excellent and accurate video production.
Atta boys !! I just bought a plane, I don't even fly !! LOL a BARN FINDER !! I will for sure have an AOA indicator. anyway back in the old days they only had a oil pressure gauge !! LOL !!
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I have installed the Alpha unit on my C-150M. WOW, when properly calibrated, this tool is GREAT during ALL phases of flight, especially on short field takeoffs and all landings. I've stopped hawking the airspeed indicator and use the AoA exclusively during ALL landings - including crosswind and gusty landings. Flying the donut is a snap and easily learned. I had my display placed left of center because most of the traffic patterns I fly are left turns. I believe an AoA indicator should be a must for ALL GA aircraft.
I think the displays should be standardized. Each one is confusing to me.
Great! The more you know, the better you go.
The 2nd accident in this video illustrates the terrain and required approach a pilot would need to make to land on the grass runway. The video also told us the pilot was operating in IMC when LOC occurred. Question: How was the pilot planning to maneuver the aircraft to land if the airport environment was not visible?
Very nice and helpful video. Just don't understand those 3 guys with thumbs down!?
Firstly, the causal factors listed by NTSB are more symptomatic. More causal, may be elements such as lack of wind cognizance and effective compensation. The rapid division of attention required for what may be an unknown environment(airfield). Much information is missing. CFI's need to ask themselves, how could effective, meaningful training, have prevented these accidents.A non- digital (tape) 'old style' analog airspeed indicator has the added benefit on approach, to act as an alpha (AoA) indicator for a given configuration. Aircraft employing the newer panels lack this visual and this is where an AoA indicator is helpful. Moreover, many instructors are not, or are unable to teach basic airmanship both cognitively and as a skill set. Many pilots are not taught to ' fly the wing'. What is depicted here is accurate. Indeed, the deployment of lift creating devices increases the wings 'effective' area thereby deceasing the area of air around the wing (Area x Velocity x'roh' = Constant). Lowering the stagnation point on the leading edge by induced alpha or an added 'drooped leading edge' increases the 'effective' area of the wing too.As area of air decreases its velocity increases, and per Bernoulli, a pressure decrease is noted. Recall too the stall occurs because air in motion has momentum and simply cannot make the sharper turn for a certain angle to remain laminar.The AoA device that for me was deemed usable, was a needle style on the panel of the Canadair CL-415. These devices are meant to enhance safety, but are not a substitute-able crutch for routinely practicing MCA, Stalls, etc.type skill sets. Including airman cognition and knowing the envelope of your aircraft. This is an excellent and accurate video production.
Atta boys !! I just bought a plane, I don't even fly !! LOL a BARN FINDER !! I will for sure have an AOA indicator.
anyway back in the old days they only had a oil pressure gauge !! LOL !!
I don't think this video does a good job of explaining what the limitations of these systems are.