Hi folks
Just like to agree with what has been said above and add some emphasis perhaps
1 An angle of attack indication is the only way to go when you are interested in knowing what your current margin is from the stall. (which is why it is an AOA sensor that drives the shakers and pushers of this world)
2 AOA information on margin from the stall is correct regardless of weight, bank angle and power being used. (weight, bank angle and power are three biggies that for me make the concept of “the stalling speed” a pretty meaningless one)
3 As has been pointed out earlier, V data is essential for take off performance and asymmetric handling limits (as these are not determined by available wing lift considerations)
Regarding 2 above, one day I was the handling pilot on a CN235 after a long test flight of some seven hours (the aircraft does not have an autopilot). While the captain wrestled with weight calculations that involved US galls, kgs of this and lbs of that, we got ever closer to base. Starting finals I decelerated until the AOA indicator showed the normal approach value. (the aircraft was fitted as standard with a round instrumemt about 2/3 the diameter of the ASI to the left of the ASI - perfect)Then I looked at the speed - 132 kts - and flew that. Eventually the captain looked up from all the paperwork and said “124 kts”. I asked if he would mind checking that calculation. More head down. At a couple of miles he said “Sorry John that should have been 131 kts.” Glancing at the ASI he then asked, “How did you know?” To my undying shame (he was much younger than me – but a very sound aviator) I waggled the yoke a tad and commented “When you have been at it a while you get a feel for these things”
But then life is just too short to explain the advantages of AOA to everyone you meet.
JF