Cary wrote:In your "tests" of the 185 with the AOA installed, I doubt that you materially changed the weight you were carrying, or the ASI would have shown a much lower airspeed at light weights than at gross weight, assuming that the AOA was correctly installed and calibrated--it's fundamental aerodynamics that minimum controllable air speeds are significantly lower with lower operating weights. Thus, the ASI could not have shown the same information as the AOA.
GumpAir wrote:...than it is to wring out small fractions more performance from airplanes that aren't used to their full potential in the first place.
Cary wrote:Whether others choose to install one in their own airplanes is their business--but it's not their business to discourage others.
Cary wrote:I would like to see one in every light airplane, because I think it would materially reduce the approach-to-landing accident rate.
And, when people are offering their honest opinion of a modification, based on experience, I'd listen, and if you decide you don't like that information, don't use it. But, don't tell me that I shouldn't provide an honest and real world assessment of a device to be mounted in an airplane.
flyer wrote:If you know your plane as well as Gump and have his sensitive seat of the pants, AOA may not be of much help.
A bunch of the Beech guys like it too. I will install one one of these days. Those who say they aren't worth a shit just simply don't know what they're talking about.
flyer wrote:I know we are talking about short final.
I will only briefly bring up the subject of shortest turns in a canyon or while turning over water, like up in Alaska, while looking down. Your stall speed increases dramatically as you pull gs. It may not have the same feel before a higher speed stall occurs. Your stall angle of attack remains the same although your stall speed is much higher. How many stall/spins turning final have there been?
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