Understood, Chris, thanks.
But not understood re "gUAges" - what is this of which you speak?
Piers
-----Original Message-----
From: Chris Barker [mailto:ftog@xxxxxxxxxxxxxx]
Sent: 26 August 2011 18:43
To: Olympus Camera Discussion
Subject: Re: [OM] Titanic, was More from the Airport
Not if they were trained to use it, Piers.
AoA guages are a way to set the correct speed for approach, for cruise, for
climb and for safety. In the Jaguar it was an essential part of the
manoeuvring kit, with variable levels of warning available (with different
tones and colours on the head-down display). It's a single unit to get
right; all fast jets land with an AoA as reference. In the Tornado GR1/4
pilot and nav agreed the approach speed before turning finals, but it was
only a cross-check of the AoA, in case of a probe failure or display freeze
(which never happened to me).
I am really quite surprised that Airbus aircraft didn't have the readout
available, if that is the case. An aircraft with powered controls has
little feel, which is why you have things like stick-shakers to indicate the
approach of the stall. But a stick-shaker is a pretty drastic way to warn
someone when AoA would do it more elegantly and perhaps safely.
Chris
On 26 Aug 2011, at 11:19, Piers Hemy wrote:
>
> But, back to human factors, I wonder whether the [dis]information
> overload the crew clearly suffered would have made an AoA indication
> superfluous? If it is clear (after the event) to a layman what was
> going wrong, there must be other factors at play to have hidden the
> reality from experienced aviators (even though insufficiently
> experienced in the prevailing conditions).
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