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Old 09-03-2015, 02:28 PM   #151  
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Originally Posted by rickair7777 View Post
Yeager is a jerk.

Armstrong was supposedly a nice guy and humble, but wanted to live a quiet life, not signing autographs all the time.
I've heard differing accounts, and I'm going to largely refrain from judgment. However, if you vie to be the first man on the moon on a publicly funded mission, you can expect to have some notoriety afterward. Smiling and being pleasant is not that hard. If he wanted a "quiet life" he could have let somebody else be first, or maybe pay back the few billion spent to take him there. Refusing to sign autographs for kids or do a few charity events, even if some wind up on ebay, is pretty lame IMO.

Not saying the public "owns" him, but he should expect notoriety and be pleasant about it. Many people I know say he was just a cold a-hole if you weren't viewed as important to him or just wanted to shake his hand or get a signature. Big contrast to Buzz and Collins.

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Originally Posted by SayAlt View Post
OK I'll try not to, Doc. I just hope you realize how much your super-baaaad Chuck Norris-like 182 skills are so terribly intimidating to naval aviators, much less any other professional pilots.
I guess I'm surprised that a real "professional aviator" would think it would be an amazing feat to land and secure a high-lift plane with a 45 kt stall speed on a 1000 foot patch, even if it is going up and down several feet at a time. Flying is more difficult for some than others. If this is "super-baaaad Chuck Norris" skills, then guilty as charged. Good luck to you!

Quote:
Originally Posted by UAL T38 Phlyer View Post
When Glamorous Glennis died, he remarried.

It appears Yeager is the only person who likes her.

His own kids filed a lawsuit against him, because she was blocking the estate (for herself, of course).

Different Long story short: 30 years ago, my squadron invited Yeager to be a guest speaker at a dinner.

He wanted $2000 plus transportation.

By chance, we ran into Yeager's old squadron mate Bud Anderson.

Anderson did it for the price of a steak dinner at the O-club.

I had just finished reading "The Right Stuff."

Yeager went from Hero to Zero.
That is in line with a great deal of anecdotes I've heard too.
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Old 09-03-2015, 02:57 PM   #152  
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Returning to AOA information. More from Dick Collins from Flying/AOPA a few days ago in "Air Facts":

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It truly bothers me to see angle of attack instrumentation presented as some new device that will save your butt. It is old and like other devices it gives information about something that can be easily managed without the device. I hasten to add that the importance of angle of attack management is not stressed nearly enough in training and testing. You canít buy safety, you have to learn it. It has to become a state of mind. One more thought on angle of attack: It has been suggested that having the instrumentation enables safe flight closer to the edges of the envelope. To me, anything that pushes pilots closer to the edges of the envelope doesnít decrease risk, it increases risk.
And restating my comments from a few weeks ago.
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Originally Posted by cardiomd View Post
I'm not negative about AOA at all, and I understand it well. I'm just not a fanatic about proselytizing its use for all GA aircraft. It is bordering on crazytown.

I still don't see exactly how you will think it is used on a routine GA flight, or how you estimate the advantages outweigh the costs of install that others have pointed out. The last thing a pilot needs is another gauge that sits there in the green arc, as rickair and I pointed out, I already know I'm within the envelope.

We are not fighter pilots on verge of accelerated stalls, nor airliners near the coffin corner.
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I agree, if somebody is going to stall/spin then they probably should not be flying. It would just be one more gauge to ignore while yanking back on the yoke.
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Old 09-25-2015, 03:07 AM   #153  
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Another entrant into the AoA market place.

http://www.avweb.com/eletter/archive...t=email#224900
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Old 09-25-2015, 11:10 AM   #154  
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I don't think having an AOA gauge would allow you to "push the envelope." It merely shows you what the wing is doing. I don't think having a guage that will accurately indicate L/D max, minimum controllable airspeed, and an exact approach speed at any weight, configuration, or G-load is risky.
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Old 09-25-2015, 12:21 PM   #155  
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Never used an AoA indicator. Would like to have one installed just to watch & see what it does. Pitch Limit Indicators, sure appreciate having those.
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Old 09-26-2015, 06:30 AM   #156  
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Originally Posted by METO Guido View Post
Never used an AoA indicator. Would like to have one installed just to watch & see what it does. Pitch Limit Indicators, sure appreciate having those.

Pitch is not the same as AoA (except on TO roll).
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Old 09-26-2015, 08:25 AM   #157  
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Quote:
Originally Posted by rickair7777 View Post
Pitch is not the same as AoA (except on TO roll).
Lots of assumptions in play there. However, if you're going to say that, then wouldn't you have to include level flight as well?

Either one of those assumes the wing has an angle of incidence of zero in relation to the longitudinal axis (pitch reference) of the aircraft.

If the wing was mounted on the fuselage with a positive 2 degree angle of incidence, when it rotated to 5 degrees of pitch on takeoff roll, AOA would be 7.
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Old 09-26-2015, 09:27 AM   #158  
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Quote:
Originally Posted by rickair7777 View Post
Pitch is not the same as AoA (except on TO roll).
Assuming all those 7's denote Boeing? You well know contact with the PLI activates the shaker. Obviously the pitch attitude where this occurs is lower in a turn or with the speed brakes extended for any given weight or configuration. If & when that awful moment ever comes, as you're looking through F/D commands in recovery, nice having those golden feathers for reference wouldn't you agree?
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Old 09-26-2015, 09:47 AM   #159  
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Quote:
Originally Posted by Adlerdriver View Post
Lots of assumptions in play there. However, if you're going to say that, then wouldn't you have to include level flight as well?

Either one of those assumes the wing has an angle of incidence of zero in relation to the longitudinal axis (pitch reference) of the aircraft.

If the wing was mounted on the fuselage with a positive 2 degree angle of incidence, when it rotated to 5 degrees of pitch on takeoff roll, AOA would be 7.
All true, yes assuming zero angle of incidence since that's not a variable on a given airplane (OK there were I think some carrier-based airplanes that could actually adjust that).

The TO roll is the only time you know for certain that pitch = AoA (or AoA - AoI if applicable). In flight you can make some reasonable assumptions in certain phases, but those AF447 guys obviously had a huge delta between what they thought pitch was telling them about AoA, and what AoA was really doing.
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Old 09-26-2015, 01:23 PM   #160  
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Quote:
Originally Posted by METO Guido View Post
You well know contact with the PLI activates the shaker.
Minor correction - The two AOA probes on the side of the jet (at least on 777) activate the stick shaker. PLI is simply a computer generated reference on the PFD that shows the pitch at which shaker will occur.
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