RetiredF4;
Quote:
PJ2
I'm trying here to imagine how the guage would get the crew/PF of AF447 out of trouble and how the PF would use an AoA indication and what AoA he would be targeting.
First it should keep them out of trouble.
Thank you for your extended response and for indulging my question. I understand that the technical details aren't at hand...no problem R.F4.
My question isn't about how the guage is read, but what assumptions lie behind its design and whether such assumptions are known and understood by flight crews.
Does such an indication take into account the effect of high Mach Number on the stall AoA?
If not, such a guage or indication is useless for determining when/if an aircraft in cruise at high Mach Number has reached the stall AoA.
If the AoA indication adjusts for high Mach Number, (as the ECAM stall warning does when the Airbus is in Alternate Law), then the indication is useful.
That's all I meant.
Here is the ECAM logic which triggers the stall warning from AoA in Alternate Law - this was posted earlier, (can't recall who to credit), but it may illustrate what is meant by the question:
