visual angle of attack.

[WaiexN143NM]

Hi all,

Reading http://www.bydanjohnson.com tonite. Interesting article from http://www.radiantinstruments.com
james weibe. developed a visual angle of attack to mount on leading edge of wing.
Prices start at $99 for a 50cm shaft, a little more for a 100cm shaft $139. sonex mount avbl $59
pics in article looks like a sonex w purple/red paint job.
order direct or thru a/c spruce.

Thoughts?

update: i checked aircraft spruce. no stock. i checked the radient website shipping is $25.
Lots of other cool products on the website.



WaiexN143NM
Michael.

[BRS]

If you have to look out on your wing to use it, I'd say forget-it. Unless you just want to use it for training purposes. I've an AOA on the sportsman that does Audible (aural alert), it's the best thing since sliced cheese. I look at the runway and don't have to bother with looking at the airpeed or AOA indicators. Just listen to the beep-beep-beeeeeeep and focus on the landing point.

Also, I'm curious about the use of an AOS on the sonex wing. I'd be interested to know what others think about this. Seems my plane stalles in the low 40's but I fly short final at around 60. If I fly too slow (still way above stall) then the tial wheel lands first and when the wing stops flying then the mains come down with a THUMP. So I either 3 point it or wheel land it well abouve stall speed.

[Bryan Cotton]

I'm in the camp who believes there is no substitute for doing stalls and slow flight. You do enough of that I don't understand why you need AOA.

[BRS]

Brian, yes but....

Absolutly, do lots of stalls and slow flight, get to know your aircraft, become one with it. However, for certain operations and situations the AOA has big benefits. In my Sonex I only fly it in one configuration. solo. So things don't change much. Also as stated above I land the sonex far above the stall speed to due to sink and plop.

However on my Sportsman it's a'nuther ball o'wax. Normally I fly solo but then on occation I'll load it up with 900 lbs of passengers fuel and camp gear. The stall characterists change accordingly but still predictable. The other thing is when doing STOL landings I'll be at minimum speed with a bit of power and I'll plop it on spot and stop short. Keeping the eyes out the window is key as is knowing where that stall will occur and where that spot is. Don't want to undershoot a sand bar. So I'll not trade the cat's meow (in that plane anyway).

ps. I've not actually landed it on any sand bars, only in my dreams, but could. I guess.

[Bryan Cotton]

We do a lot of different stuff in our Waiex. I'm doing solo aerobatics and pulling up to 4G, all over the speed envelope. We load up heavy and do both xc and maneuvers. Today we did about a 400NM round trip, with operations at a couple of different grass strips - 2324' and 2250' respectively. So we have done stalls throughout a lot of the envelope. I think because of that, and the sheer amount of flying we do, we both have a pretty good feel for the airplane.

I'll say that it is pretty apparent as you are approaching stall. I don't think an AoA is a requirement. I know that goes against a lot of popular opinion but I really believe that if you spend quality time doing stalls you won't need instrumentation to detect and prevent them.

[Skippydiesel]

I'm with BRS on this one.
My Legacy has no stall warning but I do have a AofA, visual & audible. This is the first aircraft I have flown in with an AofA and I think it's a great safety device.
The visual is not much help to me because its located down on the Dynon EFB and my eyes are outside looking at the landing ground.
However the audible is great.
I have it set a few knots above stall, as I round out to land, I try to have its squawking in my ear.