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#31
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"Maxwell" luv2^fly99@cox.^net wrote in
: "Viperdoc" wrote in message ... I thought about a blender, but was worried that if I spilled one it would ruin the seats, so now I just drink chilled vodka straight up. Remember, were talking about Anthony's panel here. You could always get up and walk over to bar to use the blender. And in your's you could just walk over to the trailer fo another rice beer. Keerful not to knock the ol cherokee of it's cinder blocks though. Bertie |
#32
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Tina wrote in
: I think a horn might be a good idea. Or turn signals. In real life a cup holder would be nice. Got one in the work airplane. Just use sa thermos in the little ones. Bertie |
#33
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"Dudley Henriques" wrote in message
... Must be getting old. I don't understand your post. All of the other posts are more aligned with MX's needs. Wall clocks, eject buttons, Undo buttons, etc. An AOA indicator is simply too useful to belong in this list. |
#34
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Steve Foley wrote:
"Dudley Henriques" wrote in message ... Must be getting old. I don't understand your post. All of the other posts are more aligned with MX's needs. Wall clocks, eject buttons, Undo buttons, etc. An AOA indicator is simply too useful to belong in this list. Pertinent and politely offered question...........answer given in kind. Individuals will have to make up their own mind on these issues, but I see no positive result from adding to the forum's noise level. For me anyway, if it's a normal post, I'll at least make an attempt to handle it without nailing the poster. If it's noise, I'll attempt to pass on it. If it's a troll and the poster attempts to argue with the answer, I'll consider the argument on it's merit and engage or disengage as the post warrants. Either way, the control of how I handle Usenet will rest with me and not with others :-) -- Dudley Henriques |
#35
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On May 14, 8:25*am, Mxsmanic wrote:
If money were not an issue, and you had the opportunity to install a single new gadget in your instrument panel (without removing anything else--assume you have the room for something new), which instrument would you install, and why? Flush toilet. I am REALLY tired of trying to stand up in a single engine, pull my pants around my ankles, and take care of business without totally ending up in some vertical dive-bombing death spiral. Sticking my crank in a hole in the instrument panel would be wonderful. Ladies...sorry, I don't know what to suggest. --Jeff |
#36
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JB wrote:
Flush toilet. I am REALLY tired of trying to stand up in a single engine, pull my pants around my ankles, and take care of business without totally ending up in some vertical dive-bombing death spiral. Sticking my crank in a hole in the instrument panel would be wonderful. Ladies...sorry, I don't know what to suggest. I know this will sound like "mom", but ... don't have coffee before you leave, and "go" before you saddle up? ;-) |
#37
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Dudley Henriques writes:
Not a moment's hesitation.......An angle of attack indicator. I can understand that. Why are angle-of-attack indicators so rare in aircraft? Is it something that is difficult to measure? I should think it would be far more useful than trying to figure out what combination of speed, weight, pitch angle, etc., is likely to produce a stall. |
#38
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On Wed, 14 May 2008 18:28:16 -0400, Dudley Henriques wrote:
Not a moment's hesitation.......An angle of attack indicator. Why is this not standard? |
#39
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Mxsmanic wrote:
Dudley Henriques writes: Not a moment's hesitation.......An angle of attack indicator. I can understand that. Why are angle-of-attack indicators so rare in aircraft? Is it something that is difficult to measure? I should think it would be far more useful than trying to figure out what combination of speed, weight, pitch angle, etc., is likely to produce a stall. You are absolutely correct. The military for years has used AOA to determine cruise, climb, descent, and approach speeds. Almost all high performance aircraft performance charts use AOA to determine performance criteria. For example, a T38 is flown on approach at an optimum AOA of .6 units. This optimizes the aircraft at whatever approach airspeed the GW dictates. (remaining fuel). The aircraft can also be flown manually on approach using an IAS of 155kts plus fuel, which is an additional 1kt for every l00lbs remaining over 1000lbs. You can fly the approach either way but as you can see, it's a lot easier using AOA. Some T38's BTW, incorporate an AOA indexer on the glare shield that will automatically keep you on speed if you fly the airplane in the on speed green "donut". The top of the indexer is a red chevron pointing downward to indicate you're too slow on the approach. The bottom is a red chevron pointing upward showing too high an airspeed. Keeping the airplane right on speed in the green donut gives you .6 units AOA regardless of the gross weight of the airplane. To expand just a bit on the T38, the AOA indicator shows up as arbitrary "units" ranging from 0 to 1.0 based on the angle range of the AOA vane. Some other helpful data supplied by the AOA indicator if I remember right for the Talon is a maximum range at about .2 units, and a maximum endurance at .3 units. Initial stall buffet is t about .9 units. In light civilian airplanes, AOA indicators can be quite useful although the low speeds involved don't necessarily produce the same advantages found in much higher performance airplanes where the slightest difference between optimum and off optimum AOA for a specific configuration can mean big differences in performance. Personally, I like the idea of basing even light airplane performance on AOA. If this format is begun at the manufacturer's level and proper testing on the aircraft done at that point, the end user has a simple and precise instrument on which to base the aircraft's performance. This decreases cockpit workload which is a good thing in itself. It is my understanding after talking to some ATR (ATP) friends of mine flying for major air carriers that their companies have been engaged with manufacturers on better ways to use AOA in their aircraft operations. -- Dudley Henriques |
#40
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Gezellig wrote:
On Wed, 14 May 2008 18:28:16 -0400, Dudley Henriques wrote: Not a moment's hesitation.......An angle of attack indicator. Why is this not standard? I gave up years ago trying to figure out why things that make flying safer and better are not made standard. :-))) AOA indication has always as far as I know been considered an option on light civilian aircraft. There are costs involved as well as performance testing to determine optimum parameters....another step in the process. The main reason I believe is the fact that light civilian airplanes fly in the area of lowest performance where the raw data already existing using basic instrumentation is sufficient. -- Dudley Henriques |
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