Flying without IAS: Performance-based Angle of Attack Cueing

[@MauriceColontonio]

Excellent video, you do a great job of explaining how AOA works and the practical use of the instrument.

[@josephcampbell5469]

Good job Vac, 3 comments 7:25 "Not required to pull greater than an on-speed condition," arguably that is not correct. There are times and places to make an intentional energy excursion. For example, a collogue in RV-8/A broke his throttle cable at 2450 RPM with a fixed pitch propeller. If he had your system (with training) he could have intentionally flown a (neg)Ps curve using G, beyond on-speed to induce additional drag to slow down in the landing pattern. Potentially, he could have bled the airspeed down enough to get below flap speed to add additional drag. 9:48 "Military Chevrons tell you how to pull to on-speed condition." That is correct for Air Force fighters. However, that is 180 opposite in Navy fighters. In the USN, the indexers display your current AOA status. You have a second AOA indexer mounted forward facing on your nose gear strut for the LSOs (Landing Signal Officer), otherwise known as paddles, to see your AOA status. If the pilot is behind the jet while approaching the aircraft carrier, the LSO will make a directive call for an AOA/power correction. I see a human factors ORM issue for Navy and USMC pilots' brains looking at the Fly On-speed indexer upside down. If possible, a selectable code change to put a Fast Red Chevron on top, Amber Donut, and Green Slow Chevron on the bottom. I understand, the premise of the project is for audible cues only, without the display. Due to the law of primacy, we are tied to the visual indexer cues. 16:55: Great demonstration of the simulated failed engine wing stall, followed by glide without the use of engine. The audience should note that your VSI was greater than -2,250 fpm as you recovered to on-speed AOA. The learning point is that attempting to stretch a glide and accidentally stalling will drastically hurt your glide profile. If you were to stall on downwind (1,000 AGL), you have about 25 seconds of altitude left (assuming you recognize and recover to on-speed AOA). A 180* standard rate turn takes one minute. This means you will only be able to turn about 75* of heading change, meaning you will not make the threshold of the runway.

[@자유대한민국-i8m]

Very interesting. What kind of video setup do you use??

[@rockrv9a219]

Nice Mike. I would love to go fly with you when we come down this April! I want your system!!

[@checotewilliams7579]

You mentioned, if the wing is producing more than 17% lift, your aerobatic 6 G aircraft is below Va. What % of lift would that be for a 3.8 G aircraft?

[@mikevaccaro1248]

Great question. Divide 100 by the limit load factor (3.8 in this case), so 27% lift.

[@checotewilliams7579]

Thank you