Angle of Attack Awareness in 57 Seconds

[@calburnIII]

I had an AOA indicator installed in my airplane about 15 years ago. I have been on the AOA bandwagon ever since-it can be a life saver. Mine is a very basic analog version-if I were to do it again, I’d have a better one with lights that would be useful at night, and a “voice” or some other sound that would indicate an impending stall. But even a basic one, properly calibrated, is an extraordinary instrument. Of course, when you’ve “grown up” using the airspeed indicator (I’ve been flying for 49 1/2 years), it’s hard to learn to integrate the AOA indicator into the scan, even when it’s right in front on top of the panel as mine is. But once learned, it’s marvelous. As for calibrating, some of the more advanced ones have automatic calibration modes, and many now compensate for flap deployment. Mine requires physically moving the probe, but it still only took about 3 or 4 flights to get it right. Once set, it’s accurate, no matter what configuration the airplane is in, other than mine doesn’t compensate for full deflection of the flaps-it actually gives me more of a margin above stall than necessary, so the error isn’t at all dangerous, just a little misleading. But there are still pilots, many of them experienced, who poo-poo the value of an AOA indicator, and claim their derrière tells them all they need to know. I guess as the common meme says, you can’t fix stupid.

[@bobstoney9882]

As an ex Naval Aviator and current FAA test pilot, I have a pretty good handle on AOA, and display of AOA. That said, I'm always surprised that these videos don't SHOW the main benefit to AOA...you discuss the fact that the stall AOA (on the gage) will work regardless of Nz (normal acceleration...i.e. how many "g's you're pulling") but they don't SHOW that. Approach turn is a good spot to show it....turning, overshooting, show how, with constant AOA, the speed increases...so flying AOA will keep you safe. Oh, and also I would recommend that the CALIBRATION of the AOA is so, so important. I'm not sure how that calibration is done accurately.

[@FAAnews]

Thanks for that recommendation. We may need to do a part 2 to this video.

[@bobstoney9882]

@@FAAnews roger that, "FAA" :) Please let me know if I can help. You can find my email and phone in the FAA directory. First name is "Robert". Cheers!

[@phildixon5803]

@@bobstoney9882 Thanks, Robert! This topic deserves a piece longer than my 57 Second format, for sure! I had a few video shots available, and none included pulling Gs. The calibration of the AOA is another area we could explore. Contact me at [e-mail] if you have the ability to safely provide any video pulling Gs. Perhaps we can put something out that explores this topic deeper! I'll also reach out to a couple of new contacts I've made during the research for this topic. PD

[@terriwolcott167]

kzbin.info/www/bejne/pKjWhZSupa2il8k

[@drummondgrinalds1524]

That was a useful one. Is there an AC on AOA and all of their uses to GA pilots?

[@FAAnews]

No, but there is more in our handbooks and on our blog with more resources and upcoming webinars about AOA here: medium.com/faa/angle-of-attack-awareness-cb6dd739c10c.

[@VanAnh-hq2lt]

The video sound is pretty good, beyond my imagination

[@Boofy-nh1om]

Also love keep your hands in your pocket! LOL

[@nickr5658]

What’s the accuracy of the AOA indicators that work without a AOA probe? I installed an AV-20 and it doesn’t have any way to compensate for adding flaps. Sort of surprised it’s on the market as it doesn’t really work if you can’t calibrate it for the changing AOA with and without flaps. If you calibrate it with flaps it will give false readings when flaps are up. Anyone have any experience with this?

[@PersonalWings]

Nick you do need to calibrate the AOA for a specific flap setting, unless you have a version with a flap position interface (they are available). Since the critical AOA changes with flap settings your AOA will only work properly on the calibrated flap position - unless you install an interface. Rich

[@joseeugenio3309]

the video image is too poor, you need to fix it more

[@edcew8236]

Uh, no, for many reasons. Note that your video is a straight in approach in calm air -- my AOA system is unreadable in more than the lightest turbulence. And the same factors that distract a pilot from watching airspeed also distract a pilot from watching AOA. There's lots more, and I've done the research and the flight test. I don't buy in to party line thinking... and landing on board a carrier has so many differences from GA as to be irrelevant to GA AOA. Yes, I'm a CFII/ATP/Ph.D.

[@Time-Traveller-2025]

Wish it was portable

[@johnwhite252]

What you say is true and very useful. AOA's are great if they are true AOA systems. Most on the market are 'Stall Margin " indicators that have to be calibrated to an airspeed. The yoke or stick is an AOA indicator and always has been. With either in the center of it's travel or neutral position the airplane can not stall. The further you move the control from center either forward or backward the closer you are to stall. Period! For a given weight and CG the airplane will stall at the same position slow or fast, straight up or straight down, right side up or upside down. Put it in neutral and no stall.

[@phildixon5803]

That is a good example of how our general aviation aircraft are supposed to have safety in their design. Adequate power is part of your formula above as well.

[@calburnIII]

John, I’m sorry, but what you say is totally incorrect. First, AOA indicators are not calibrated to any given airspeed. They are calibrated to indicate when a stall will occur. Once calibrated correctly, they will indicate an impending stall no matter what the airspeed indicator says. The best example is a 60° bank, in which the stall speed is significantly higher than the power off wings level stall speed. Second, the position of the yoke or stick has nothing to do with whether an airplane will stall. The stall occurs at the same wing chord angle to the relative wind with the airplane in any position, but the position of the yoke or stick is irrelevant.

[@borgeltinstruments5267]

Well Hooray, John White. Someone gets it. You are correct. In more detail, the AoA is controlled by the pilot by the stick position. Stick force is adjustable by elevator trim. Stick position determines elevator position which determines AoA. Instead of a AoA indicator which is hopeless in turbulence we would be better served by a head up display of stick fore and aft position. AoA, in order to determine stall angle, is usually calibrated at 1 g stall.

[@nhilenh8403]

The video sound is pretty good, beyond my imagination