I'm not one to usually weigh in here but after reading this post I feel i need to. It is very apparent that the author has never flown with an AOA because if he had, I'm sure he would agree with most of the industry that this one tiny gauge is the most important instrument in the cockpit regarding the speed of the aircraft.

I have flow for over 20 years in light ga and small turbo jet aircraft. Having spent the first 10 years with out an AOA, and the last 10 using one, I can safely compare the use of this instrument. I think the concept that a pilot can just use their internal AOA is ridiculous. The factors that effect stall speed are constantly changing. Do the passengers really weight what I planned, did I pick up any ice in the decent, and how about the gusty cross wind, these are the real world factors that an AOA can help you safely navigate.

This is the most simply gauge in the cockpit. It works at 2000 or at 32000 feet. It simply tells you if your too fast or slow. You don't need to go through a complicated thought process to decide what your angle of attack is , thinking about the weight of the aircraft vs bank angle. What it helps you do is focus on flying the airplane by managing these factors for you. This is a real time unit and can give you constant, instant information as you maneuver for landing so that you don't get slow.

I have hired numerous young pilots moving them from light aircraft to jets. In most cases they could explain what angle of attack was but could do nothing to apply it in the real world under changing conditions.

This unit is the single best unit to reduce spin stall accidents and I am constantly amazed that we aren't putting them in light ga aircraft.

I would encourage this author to fly with an AOA before making statements that could shape the minds of young aviators leading them away from such a useful instrument.

I agree with your sentiments. AOA gauges certainly are a tool that could enhance safety, if couple with proper training. I don't feel like people fully understand the aerodynamic forces at play when it comes to exceeding the critical angle of attack. The challenge is getting that training out into the system and somehow keeping it fresh.
Brent
http://iflyblog.com

I'm in agreement with Gsbchiefpilot in advocating AOA in GA aircraft. It is apparent inadequately trained pilots continue to dot the landscape with crash sites. FAA studies show that 85% of pilots involved in serious or fatal accidents would fail a check ride for their level of certification on the day of the crash. These same pilots would, in my experience consider themselves ace of the airport and eschew continuing aviation education, either in flight or seminars. They might however invest in and use an AOA for better control for take off and landing.

While I support the use of AOA in GA airplanes, several factors must be considered regarding their effectiveness and potential widespread use.

First, although the GAJSC Loss of Control Working Group has recommended the use of AOA systems in GA airplanes, where is the research that supports the added benefits of such systems for GA? We must not assume that because AOA is beneficial in air transport and military applications that it will be similarly beneficial for GA. To my knowledge, no recent GA-specific research is available. On the other hand, several older studies conducted by FAA and NASA on the use of AOA in GA had mixed results. NASA TN D-6210, for example, concluded that the use of AOA "did not show a significant improvement in performance or safety." See http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19710008967_1971008...

Second, current GA AOA systems are likely not as robust as those found in air transport / military applications. Consequently, pilots need to understand the limitations in these systems. For example, I flew a homebuilt Europa equipped with an EFIS with integrated AOA. The system failed to function properly during one of a series of routine, wings level, power off stalls; it also never moved out of the yellow range and failed to annunciate during a series of slipping stalls wherein stall buffet was obvious and pronounced. A three minute iPhone video of some of those slipping stalls is available at http://www.youtube.com/watch?v=985BkVkRDUs&feature=plcp

Third, pilots must not think of their AOA system as a replacement for all of the other tools in their AOA awareness toolbox, but rather as a complimentary tool. In other words, all of the other AOA awareness skills must still be practiced and brought to bear.

Again, I support the use of AOA in GA provided the above factors are taken into consideration.

I'm curious. Anyone know how AOA systems function in ground effect?

I am all for AOA systems and instrumentation. However, stall speed changes only a few knots between full gross and empty in most small aircraft. My aircraft has an AOA vane, but it is not something I can read directly. It simply tells the computer when I am approaching the stalling AOA and activates the stick shaker, and pusher if necessary as well as providing PLI indications- but no numbers are ever displayed. In the end though, the result is the same. The difference being that the computer actively informs me if the AOA is approaching critical, and takes action by itself in the event that I do not. I would love to see what my actual AOA is in the cockpit. When our aircraft are loaded with people and baggage we put the numbers in the FMS. As they say, garbage in, garbage out. And that garbage can be on the order of +/- 5,000lbs. An Alpha gauge would eliminate all estimation and rounding off that goes into picking approach speeds. Good article Goyer.

I'm all for technologically aided solutions but when Robert says,

"I think a more realistic approach, especially given the often marginal proficiency of pilots who don't or can't fly as much as they'd like to, is envelope protection . . ."

I think he sets up a false distinction. Modern autopilots control attitude almost perfectly but we still want attitude indicators, digital or steam. The same goes for an AOA indicator. Having one teaches pilots the size and shape of the envelope with greater precision than the proxy measures to which Robert refers. It is the only direct indicator of where one is at critical points along the flight envelope.

It boggles the mind to think that they are so inexpensive, easy to install, easy to use, and easy to maintain and yet are not an FAA requirement.