Using Angle of Attack For Great Landings

[@pilothound1582]

Awesome information here mate thank you and love the vid 🛩🤙🏼

[@TheRenBaron]

Glad you enjoyed it and thanks for posting. Cheers-Ren

[@LambroSteve]

Well done. Just picked up my 2022 SR22T and wanting to learn the AOA landing, did it a couple times when I flew in Hawaii, thank you for the video

[@TheRenBaron]

It's a good check for what you are seeing out the window. Trust your eyes...but verify with the AOA! Enjoy your Cirrus! Cheers-Ren

[@mohammadmianji311]

I really liked the video 😀

[@TheRenBaron]

Thanks for watching and posting Mohammad! Cheers-Ren

[@wrphelan]

Awesome video!

[@TheRenBaron]

Glad you enjoyed it. Cheers-Ren

[@ProPilotPete]

Great tutorial and camera angles

[@TheRenBaron]

Thanks for posting Pete. We had alot of fun making it. I learned alot myself. Cheers-Ren

[@susanshroder1002]

Again Steve a great video. as a suggestion to all I have found it helps focus my scan on the AOAI to get rid of the traffic inset map on the PFD. Yes it is only on FIKI planes. Thanks for all the work you put in to make these videos. Much appreciated.

[@TheRenBaron]

Great tip Susan. I've been trying lately to do a better job of removing stuff from the screen I'm not really using. It's easy to get lazy and just go with what you're used to seeing whether your using it or not. But its actually easier to just get rid of it. Thanks for posting. Cheers-Ren

[@TheRenBaron]

Thanks Pilot hound. Glad you enjoyed it. Cheers-Ren

[@jimallen8186]

Interesting thought experiment: why is it only Flight Into Known Icing SR22s have AOA? The answer is a system of systems or systems engineering answer. With FIKI, they were already opening up the leading edge of the wing thus providing opportunity to change it while with a TKS based FIKI system, they also discovered need as the fluid could plug the older design stall warning suction hole.

[@jimallen8186]

Noticed you hold your power lever gripping the top of the T. This is good for large power movements like takeoff, and waveoff/go around/rejected landing, and missed approach. For a better sense of power control such as that for on downwind through landing or on instrument approach, rather than grabbing the whole of the T, try using just your thumb and index plus middle fingers to hold the outside of the T. This way you can run your little two fingers down alongside the center column and have a reference that is stationary relative to the airplane hence feel how much you are moving power. Alternately, you could grab the shaft instead of the top of the T doing something similar. For small power movements, you want to be able to feel how much you have moved the lever. And remember power changes will always require counter-corrections.

[@jimallen8186]

Notice how Chuck grabs the power T from underneath when doing smaller movements? He probably is making contact between his hand and the top of the panel to achieve this same idea of a stationary power reference point so as to know how much he is moving the lever.

[@20windman]

Great video! I was wondering if you ever use the flight path angle (FPA) which shows a dashed line for a 3 degree descent.

[@TheRenBaron]

No. And apparently not many others did as well. I'm told that it will be removed in the next update of the Cirrus Perspective + software update. Thanks for posting. Cheers-Ren

[@edwatters5758]

Jan, Garmin swung and missed with the FPA. It’s been eliminated with the new software updates.

[@20windman]

@@edwatters5758 Ed, I kind of liked the FPA and never heard of features being removed! What do you mean swing and missed - what's wrong with the FPA?

[@edwatters5758]

@@20windman “Clutta”, and a bit of TMI.

[@20windman]

@@edwatters5758 Well I lived without it for a long time but I still don't see the problem. You can simply not click on the feature it you don't want it. Kind of like the moving boxes. I don't use them anymore. BTW it's cluttah, not clutta 😁

[@mattmovalson9684]

Great video as always. Can the AOA indicator be activated in a Cirrus SR22 G5 version or just in the G6 do you know? If so going to practice that in mine next week!

[@TheRenBaron]

I’m not sure but I think it is G6 feature available on FIKI equipped planes.

[@JeffHare-financial-advisor]

Works in the G5 as well but maybe only on FIKI planes

[@mattmovalson9684]

Just looked, I should be good to go. Now I just need a practice coming in steep like your CSIP’s landing. Wow 😳

[@TheRenBaron]

Just get that AOA at 3 o'clock and the rest will take care of itself.

[@latobkk830]

Steve: Question re AOA Indicator - will it provide the pilot with accurate AOA info in all flight regimes? i.e., up at altitude practicing Steep Turns, Slow Flight Clean, Slow Flight Full Flaps, Stall practice, etc... It will continue to read accurately / not just used for landing?

[@TheRenBaron]

That's a great question. I imagine it does but I'm going to do some checking first just to make sure. I'll get back to you on that one.

[@dovahseod]

Well, there's a reason those 737 MAX 8 aircraft plunged into the ground

[@chuckcali1913]

Simple answer, yes it will.

[@rnordquest]

@@dovahseod Sure is. They didn’t know to use the trim shutoff switch. They had the same problem the night before and only a 3rd pilot knew what to do. Then they went ahead and put a faulty airplane back into the air the next day.

[@jimallen8186]

Trim to on-speed 3 o’clock AOA and power for glide path - Thank You!

[@jimallen8186]

Not that you would do this so as to preserve contingency energy, but you could configure and trim to 3 o’clock in downwind and then use power into the turns to manage altitude throughout the whole back half of the pattern; this is what navy jets do and I’ve done it in Cirrus too. (For demonstration purposes in Cirrus, see AOA only on-speed throughout pattern a couple times, then transition to a “compromise” pattern speeds till on base preserving contingency energy, AOA turn to and through final.)

[@jimallen8186]

The instructor said he wouldn’t go into a lengthy discussion as the experience would prove demonstrative. For those merely passively experiencing by watching the video, you can search Medium for AOA and Power Techniques plus the correlating F-35C Crash into the South China Sea for an in-depth discussion.

[@Matt.Jernigan]

Mr. Steve, just a remember I am a fan not a pilot. However, I have a question. I know there is a lot of factors involved, but on average what is the flight time for a 650nm flight? Thanks

[@TheRenBaron]

The simple answer is that it would be 3 to 3.5 hours in my Cirrus SR22T aircraft. Cheers-Ren

[@Matt.Jernigan]

@@TheRenBaron Thank you

[@zacharynorman397]

Hey buddy, maybe I missed this, but how do you actually turn the AOA on? Is it under PFD options (kinda guessing so).

[@TheRenBaron]

Yes. Check out profiles vid for details

[@TheRenBaron]

I believe your plane needs to be FIKI equipped as well.

[@jimallen8186]

Instead of CAPS available and above immediate altitudes calculated relative to field elevation, try getting in the habit of using GAGL. Terrain below you typically doesn’t match field elevation. And it is easier as you’ll never need to calculate numbers. They’ll always be 600 and 2k.

[@darrengillespie3647]

I’m unclear when full flaps should be activated. On the instructor landing, I believe he went full flaps almost immediately after turning base. Others and I believe Cirrus instructions say only when the runway is assured and on final do you go full flaps. I’ll look at my FOM again which I don’t have with me. I don’t believe I was ever taught to land using the 3 o’clock AOA method. If it’s the primary indicator, it’s odd to me it’s the smallest indicator to see. I was surprised by the Bravo airspace notice with a Instructor onboard. The MFD clearly shows the Bravo airspace when dialed in appropriately. The VFR charts aren’t required to see the Bravo. Pattern work isn’t something I practice a lot so I learned plenty on power settings to manage speed and altitude. I love the series and this was fascinating given I thought I was hearing important material for the first time. Note: I fly out of KHND and go to KSMO frequently. So everything was very real for me.

[@TheRenBaron]

The brief entry into Bravo was on me. I got too focused on what we were going to do and briefly lost track of my position. With regard to flaps, the first notch of flaps goes in abeam landing point and 2nd notch goes in as we enter base turn. If we were on an IFR approach then we would put 2nd flaps in when field in sight and assured. Thanks for posting.

[@chuckcali1913]

It is primary for AOA, it's stature may be slim but it's message loud.

[@jimallen8186]

One other thing didn’t see all three passes, before turning off base to final, take a look along the outside shoulder. Be in that habit. Clear the outside before going belly up to it.

[@rdawgz866]

78kt? Im sorry that is very slow for an airplane we all know doesn't glide well. There is no fee for using more runway, so unless the runway is extremely short (like 2000ft) there is no reason to fly that slow on final.

[@TheRenBaron]

Thanks for posting but I'm going to respectfully disagree with you on this one. When landing the SR22T 77-78 knots is exactly the speed you should be at over the numbers. I've flown almost 1,000 hours and 800 landings in my Cirrus and those numbers work. Cheers-Ren

[@rdawgz866]

Ren you are an excellent pilot and this is only for a respectful discussion. But it seems you targeted that 78kt on short final not over the numbers, not sure how far out you targeted that airspeed. With full flaps this thing would glide like a rock. So yes it has always worked for you but you also never lost an engine. So I don't see the value on being on the slower end of things unless runway length is a factor.

[@jayheg4530]

I was wondering, does the mask work better over your mouth or on your chin? Thanks.

[@TheRenBaron]

Not sure what do you think?

[@Treasuremonk]

The mask… ugh