Holy Micro! Absolute AoA Flight Trial - AvBrief.com

[Frank JK]

I wanted to share a recent AvBrief feature covering a flight trial of our Absolute AoA system.

It goes into detail on real-world use, including calibration, stall behavior, and performance across different flight conditions.

Might be relevant for anyone exploring AoA or safety-enhancing avionics:

https://avbrief.com/holy-micro-absolute-aoa-flight-trial/

[facthunter]

I can confirm that this Kind of information is very valuable to the Pilot . Every largish plane has it in some form or other. It's good confirmation of the real situation regarding the wings AoA. that the airspeed alone can not give.  Nev. 

[onetrack]

I reckon I know of some Air France Airbus A330 pilots currently residing at the bottom of the Atlantic, who could've done with one of those devices, to counter their lack of hands-on skills.

[Student Pilot]

7 hours ago, facthunter said:

I can confirm that this Kind of information is very valuable to the Pilot . Every largish plane has it in some form or other. It's good confirmation of the real situation regarding the wings AoA. that the airspeed alone can not give.  Nev. 

Dunnooo about bigger machines but AOA can be felt the way the aircraft feels and handles in smaller stuff. Very mushy high AOA and tight responsive low AOA. 

[Garfly]

2 hours ago, Student Pilot said:

Dunnooo about bigger machines but AOA can be felt the way the aircraft feels and handles in smaller stuff. Very mushy high AOA and tight responsive low AOA. 

Yes, good point, SP ... and what the article (above) reckons is that it can sometimes help to know just how much mush is left before a wing walks off the job - and, conversely, the moment that it's ready to return to work:

 

"We also like AoA indicators because they make it clear when the wing is flying again during stall recovery and can help minimize altitude loss in the recovery, which may mean the difference of climbing away with a system-load of adrenaline instead of diving into the ground when trying to make sure that there won’t be a secondary stall during recovery ... AoA indicators are also a big help when dealing with low aircraft energy situations such as a go-around, clearing obstructions after takeoff, and hazardous conditions such as wind shear or maneuvering to avoid terrain, and allow the pilot to take advantage of maximum wing performance near stall AoA."

 

 

(But anyways, SP ...  aggie and firey flyers like y'self, living out whole careers down low by way of rudder, stick and feel; you all have got to grow your own AoA sense just to pull it off ;--)

 

 

 

 

Edited May 1 by Garfly

[facthunter]

Seat of the Pants helps if you're very familiar with the Plane but those indicators take the Guesswork out of being close and they don't get tired late in the day.   Nev

[Garfly]

 

Speaking of sticks and rudders, this vid is a reading from the gospel according to Langewiesche (snr):

 

https://www.youtube.com/watch?v=n8yiGhnysIU

 

(Despite its trashy thumbnail the video turns out to be a thoughtfully made [20 min.] review of Stick & Rudder's main points.)

 

[facthunter]

Yeah This is stuff everyone should know and UNDERSTAND and it's not a complete coverage. WHO does Level Figure 8's perfectly or a Power off wingover?  Stalls are  a Joke in how they are dealt with in Most training, except It's NOT a Joking Matter.  Nev

[skippydiesel]

On 01/05/2026 at 6:49 PM, onetrack said:

I reckon I know of some Air France Airbus A330 pilots currently residing at the bottom of the Atlantic, who could've done with one of those devices, to counter their lack of hands-on skills.

Seems to me the two pilots concerned, responded exactly the way they were trained😈

[facthunter]

There were Faulty components involved there. Going through the Inter-tropic convergence zone should have HAD the Captain in the cockpit, being predictably the Most critical Part of the Flight.  That Plane should not have crashed.  Nev

Edited May 5 by facthunter