Thanks, nice video. That quick shot of the wing with the array of yarn telltales does a fantastic job illustrating what is happening with the airflow boundary layer in a stall.

A long overdue development. I don't think it should be underestimated how many lives this could save (and could have saved - thinking more along the lines of commercial use).

I am curious as to why all these comments are 1 year ago? Having made over 700 carrier landings with AOA and teaching it to GA pilots who have it installed in their aircraft, I can only guess that the negative comments reference AOA are from pilots that never flew with it. During my 30 years with the airlines I wished that I had one many times with high gusty winds and wind shear while approaching a runway with standing water, etc. I have had to go-around on a micro-burst hanging onto a stick shaker with no visual indication of how much more lift that I had to get out of there. I have used it for max range and for max endurance during holding, etc. It is a great asset if you understand it and are trained properly. In most cases in GA aircraft the threshold crossing speed can be 10-15 kts slower than normally flown thus making more perfect landings and using less rubber, brakes and runway. NUFF SAID!!

AOA should be the standard for defining not just approach and stall speeds, but also your best glide speed, and the vy as well. In an engine out emergency the extra glide range gained by gliding at the best aoa just might save your life, while the use of AOA during normal climbout and cruise might result in reduced fuel use.

Outstanding video, thanks for empowering us with applicable knowledge. 💝🛫

Love these vids :)

Should definitely choose one that accounts for flap settings.

The Icon AOA indicator is design perfection. They could probably generate additional revenue licensing their display to the manufacturers of those retrofit systems.

Please explain to me how a stall warning horn would be too late? Such is based on suction near the leading edge of the wing, which is how most GA AOA systems work. In other words, the stall warning horn is itself an AOA device. Its first limitation is that it only indicates near stall and at stall so fast rates of change while still in the green though decaying don’t register as quickly. It’ll still sound before and at stall, however. The more likely problem with horns is that they can be involuntarily mentally tuned out. Many GA land with horn creating at least a minimum audible level hence we wrongly grow accustomed to hearing it. This isn’t to discourage AOA indicators - of those I’m a big fan. Just checking to see are we discounting horns for the right reasons?

whats the last airport

The air is moving under and over the wing.The stall happens when the air can only move under or rt befor.Also the plane will stall if the plane Flys to slow.If the nose is pitched up and the plane cant glide.

I wish I fully understood these AOA devices in exhaustive detail. Does anyone? Are all the considerations discussed anywhere? Does the AOA display always give proper guidance (nearness of spin/stall/control-loss) in every situation (every altitude, every speed, every orientation, every position of flaps, ailerons, elevators, rudder, aircraft weight, current position of CG, etc)? I don't have any reason to believe the AOA is taking *everything* into account and giving the correct answer, and I would be surprised to learn it actually is. OTOH, I don't know for sure that AOA is not precise in every situation. Where would I find out? As a separate matter, let me say this. My interest in AOA (which I have not flown with yet) would primarily be for super-short landings (and take-offs) in places 99.9% of pilots would never even consider landing (because the landing area is too short, or is on the 15/30/45-degree upslope just short of a mountain ridge, etc). One concern I have from performing these bush/STOL landings is... I feel like I need to keep my eyes glued to the spot I'm aiming to contact the ground (and immediate surroundings), and staring anywhere else to watch an AOA seems like a distraction of attention that I probably cannot afford. In theory, the AOA sounds great. When making these crazy landings, one must *NOT* stall the airplane... well, at least until within a foot or two of the ground, and the *theory* of AOA sounds great for that... especially for landing at a huge variety of altitudes from sea-level to 20,000 feet (mountaintops in Chile). The fact is, strictly from practice I can land super-slow from a super-slow-and-steep descent without stalling, at any altitude... even when I don't know the exact altitude. One just gets a feel for the airplane. And "somehow" we also get to understand how more or less weight impacts the approach and landing, even variations in CG... though I must say CG is the one variable I refuse to let get even close to marginal for fear of being "surprised" at the last moment. But my overall question... and this is a question... is whether AOA can really be helpful in situations like this? The theory (especially as stated by strong advocates of AOA devices) says "yes", but my general sense says "no". Just the need to take my eyes off the target landing spot/area make me think "no AOA"... for this kind of flying. Add to that any imprecision caused by airplane configuration, altitude, temperature, humidity, winds (in any direction), gusts, updrafts, downdrafts, control surfaces, aircraft weight and CG... and my feeling is "no AOA". But I'd like to hear what others think about this. Note that I suspect AOA is probably a good thing in other situations... like landing when you have plenty of time to land, plenty of runway length and width, crappy visibility (or no visibility), and so forth. In other words, for most situations, AOA sounds like it might be great. Though, I must admit, I still wonder why AOA is necessarily better than a good stall warning horn (which involves no visual distraction, just familiarity with how the various sounds it makes relate to closeness to actual stalls... as determined by previous stall practice in each airplane).

So... does the vane-type AOA indicator take flap configuration into account? Also, do any of these take icing conditions into account, or is it still too hard to implement?

3:06 - I'm assuming they also don't take into account other factors that can change the wing's stall angle, such as icing or damage to the wing's leading edge.

It is totally understandable that military and commercial aircraft (basically jets) require an AOA indicator. Their landing and TO weights vary dramatically and the difference between coefficient of lift clean and dirty is dramatic. However, for GA we fly with much smaller differences. The "book" tells us numbers at gross weight for air speeds and as long as we stay above that number we are always flying a safe AOA. I would argue the difference in AOA approach speeds between a GA aircraft at gross weight and one almost empty of fuel and one person on board would be very small anyway. Yes, if you are trying to wedge yourself into a high altitude back country short strip, AOA would be helpful. But for the most of us flying normally, we takeoff and land at small differentials of airspeed in any configuration.

മലയാളി....

It's ironic but AOA was at fault in the Lion Air crash.

There's lots of hoopla here but the consider the obvious -- if AOA was all that good as a guidance instrument, it would have been adopted years ago. Stall warning, you bet it's useful, but I've done the flight tests in my RV-9A and done the analysis, and visual AOA has lots of shortcomings for GA. And GA planes are not flown like Navy jets landing on a carrier, so let's ignore those specious comments. It's the emperor's new clothes of GA equipment.

This sounds like a distraction. And the video is a marketing tool, not a teaching one. As an ab initio student glider pilot, I haven't experienced an unplanned stall yet. My instructor was once a fighter pilot, and hammered in disciplined procedures. I would rather spend $2000 on training with him than this gadget. I spent some weeks building airfoils, and testing them, with XFLR5. This was just to entertain myself. However, I gained a small sense of the geometry that makes for an abruptly stalling wing, Since then, I have wondered whether aircraft with a poor stall spin accident record should be labeled as having demanding flight characteristics (yes, a warning label).

The vane type is the only type that is a true AOA indicator. The pressure differential is only a Stall Margin Indicator based on airspeed and has to be calibrated to actual stall. Not very useful and a waste of money. Every airplane has an AOA indicator and has since the Wright Bros took to the air. It is the elevator control. AOA indicators tell what angle the airfoil is to the relative wind not how much lift you are making or can make. Lift capability depends on AOA and how much relative wind is available. The ASI is a pressure gauge calibrated in Knots or MPH measuring Dynamic pressure, the difference between static and dynamic or the pressure created by movement through the air(relative wind). The more Dynamic pressure you have the more aerodynamic lift you can make. If you have very little you can't make very much. With high dynamic pressure you can fly at low angles of attack. With minimum pressure it will require high angles of attack. If you want to do a loop it will take a lot of dynamic pressure and a fairly high AOA to start and finish the loop. The elevator is the AOA indicator. Place it aft of or forward of the critical AOA position and the aircraft will stall no matter what speed (dynamic pressure) or attitude. The position where Critical AOA occurs will change slightly with CG & weight. No airplane can stall with the elevator in the neutral position. Save you money and take some dual or a course from a really knowledgeable instructor and let him demonstrate how to stall and un-stall with the AOA controller. The FAA don't get it and never has. An AOA gauge is no better that the stall warning horn or light. If you are watching the AOA gauge your not watching everything else. It is like watching the slip skid ball. Its too late when the ball is outside the center lines. Your butt can tell you faster if you will learn to feel it in you butt. True AOA indicators are very expensive. The are useful for many things but not needed for stall / Spin recognition, prevention or recovery.

BS

You know, you are doing a video about something that kills hundreds of people per year. Perhaps you shouldn't instruct the actor to read the script like he's describing cool arts and crafts you can make with your kids.