Not understanding AoA indicators...

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08-16-2017, 01:21 AM

#251

ptarmigan

Gets Weekends Off

Joined APC: Aug 2006

Position: B777 Captain

Posts: 566

Quote:

Originally Posted by USMCFLYR

I can't think of one good reason NOT to have AoA.
You can nearly do EVERYTHING with it!
Even if you still loss control as you propose - using AoA for the max benefit in recovery is a benefit.

Training is vital though, we hit this issue hard though, here.

11-11-2017, 05:53 PM

#252

cardiomd

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Joined APC: Jul 2009

Position: Seat: Vegan friendly faux leather

Posts: 984

Quote:

Originally Posted by rickair7777

Highly qualified military pilots dying in piston ASEL is nothing new, and I've commented on that before. Apparently GA is different enough that high-performance mil skills don't transfer completely without some disciplined critical thinking and study/training.

I don't think the airplane has design issues, it flies just fine. I think the market niche attracts a certain type of pilot: busy (ie time pressured), successful, and typically pretty self confidant. The glass cockpit (one of the first ones in GA) probably attracts folks who have an IFR mission. The glass and parachute probably enable a false sense of security in some highly confidant pilots.

I agree with everything you said.

Perhaps I shouldn't say "design issues," more just an aggressive, high-efficiency, relatively highly loaded airfoil. A Cessna is forgiving for the most ham-handed pilot, gives lots of tactile feedback and warning before spinning or doing anything really unexpected, the Cirrus much less so. I do maneuvers in a Cessna that I wouldn't attempt in a Cirrus.