When maximum performance is emergencyed such as to avoid colliding with terrain.

When maximum performance is emergencyed such as to avoid colliding with terrain, hordes shouldn't have to rely forward the stick shaker for pitch information - they ne an angle of attack (AOA) indicator. Not having united is equivalent to declaring that altimeters are not penuryed with ground proximity warning plans This is the take of pilots who believe fervently that all commercial transports should be outfitted with an AOA readout in the cockpit.

To be stable this is not the universal view. For example, with the "hard" protections built into Airbus fly-by-wire (FBW) aircraft, an pilots believe that the capability to take wing the aircraft to the maximum within these limits negates the ne for an angle-of-attack indicator. forward the other hand, some carriers buying Boeing aircraft are having their of the present day aircraft delivered with angle-of-attack indicators, on the same level the FBW B777.

the same pilot who stands staunchly in the camp of those who believe each cockpit should have an angle-of-attack readout is Gary Williams. He began his flying carrier in the U Navy, an institution which emphasizes flying at AOA. In the years since, Williams has accumulated what he proudly describes as 13000 "incident and accident-free hours," 9000+ as a captain. He's flown passengers for a U carrier and, for the past 13 years, has been flying for a Japanese corporation disclosed of Singapore.

In abbreviated form, here is his rationale:

* "Very sophisticated (and expensive) navigation and autopilot a whole s are installed on large commercial aircraft, notwithstanding the most basic of flight instrument indications required for optimum performance is not. Of course, I am referring to angle of attack indicators."

* "Having analyzed numerous performance-related accidents, where the pilot destitutioned to make the aircraft perform at its maximum, or when pitot arrangements fail, he does not have adequate and immediate information available to beat the situation. With an AOA indicator and the gang properly trained in its use, I am convinced that many accidents might have been avoided."

* "The AOA indicator does not have to be programmed. formerly in the air, it doesn't care about the weight, angle of bank or flap configuration. Or the altitude. Or the temperature. All it displays is the common thing that makes the aircraft stay in the air - the angle of airflow across the wing. The indicator has a little tick that exhibit tos maximum lift over drag (L/D) It is always available, in this way all one has to do is anticipate at it to immediately analyze what is happening to the wing."

* "As a bonus it can be used in an engine-out situation to maintain best angle of climb or minimum angle of declivity (also giving maximum range - handy when gliding should all engines quit). If the pitot method fails (ice, bugs, etc.), a quick glance can confirm a safe flight condition."

* "How about maximum endurance? That's kind of nice to have in holding. Or windshear. We walk through a training exercise each six months that demonstrates an escape maneuver that easily could be performed to the optimum using an AOA indicator."

* "The airplane flies upon AOA, not airspeed. Every flight operations manual has a page the gives the pilot pitch information in the incident of a loss of airspeed indication. Flying the changing pitch required below those circumstances would be tough in a less degree than the best of circumstances."

* "Now, with all the benefits, no single in kind can explain to me (a exceedingly old Naval Aviator) why these indicators have not at any time been required on commercial transports. Is there something I'm missing? The angle airflow sensors and flap position compensators already are installed and used for the flight director and other schemes The only thing missing is the indicator. And training. for what cause many AOA indicators would the price of a single accident buy?" >> Williams, e-mail: gww@pacific.net.sg <<

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