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Mike Vaccaro
Registrace 29. 05. 2012
FlyONSPEED.org is an all-volunteer, non-profit, open-source organization dedicated to reducing loss of control risk in general and experimental, amateur-built aviation. We develop hardware and software designed to provide flight envelope protection. Our pressure-derived angle of attack solution is accurate across the entire speed band of the airplane, with excellent transient response. The system is optimized to provide properly filtered, ergonomic cues to the pilot. The heart of the cuing system is audio, freeing the pilot's eyes for other duty. The system provides angle of attack, G and energy cues to the pilot.
13 Aug 24 TLAR Sortie
TLAR Long-range glide test sortie. Series of random glides to runway 27 at 18FD. More significant winds than previous tests. Much like low-altitude turn-back, wind is the most significant variable when computing a glide solution. All glides flown on speed (max endurance, not max range), flaps 40 to replicate engine off glide angle/ratio.
zhlédnutí: 80
Video
12 Aug 24 TLAR Sortie
zhlédnutí 113Před 28 dny
TLAR long-range/high altitude glide test. 18FD, most approaches to runway 27. Random position/altitude from runway. Minimal winds aloft, low surface wind. Utilized 25 angle of bank input for all spirals.
9 Aug 24 TLAR Sortie
zhlédnutí 82Před 28 dny
TLAR SFO (Simulated Flameout) test. Using the TLAR app for guidance to the runway from random positions around the TDZ/LZ. Guidance commands a straight line to the TDZ, then computes "spiral down" based on selected angle of bank. Landing solution derived once thru high key. This was first test, some switchology issues, no excuse. 02:35, long straight approach to runway 27 at 18FD (test airfield...
Stall Stick Position Demo
zhlédnutí 590Před měsícem
"Elbow" or "wrist" memory is important...stick position at stall is going to be consistent and developing a feel for that position is super helpful avoiding a critical alpha condition.
Low G Traffic Pattern Departure
zhlédnutí 351Před 2 měsíci
Departure from controlled flight in a simulated base turn. Auto-rotation is the result of adverse yaw (i.e., improperly coordinated turn when critical angle of attack is exceeded).
ONSPEED Split S
zhlédnutí 551Před 2 měsíci
An on speed condition is an angle of attack, not an airspeed. It is possible to be on speed at any airspeed and any attitude.
Descending Acel Stall
zhlédnutí 1,4KPřed 2 měsíci
Critical angle of attack never changes (for a given flap setting). An airplane can stall in any attitude and at any airspeed. The speed at which the airplane stalls is a function of the square root of the g-load: more g equals higher stall speed.
Tone Demo Final Indexer
zhlédnutí 78Před 4 měsíci
Final indexer configuration: blue fast, green ONSPEED, yellow slow, red stall warning. Modified the trend indicator to "split" and not obscure fractional lift digits in the upper chevron.
ERAU Briefing Revised 25 April 24. New Indexer Colors.
zhlédnutí 218Před 4 měsíci
ERAU Briefing Revised 25 April 24. New Indexer Colors.
It seems that the CZcams algorithm just found this one. Excellent demonstration.
It is astonishing that a nearly total flat, smooth surface at high angles creates chaotic vortexs like a jagged surface would
Never seen a spin with AoA visible. It was suprising how quick the AoA went form 'warning' to 'spin'. Great video highlighting that!
That is outstanding! I really need one of these in my airplane. It would enable you to fly close to the edge of your airplanes performance SAFELY. At this point I just stay well clear of stall conditions especially near the ground. Knowing how close your are to stall at any bank angle would be invaluable.
How do I get this exact setup in my rv6 ?
Yeah the truth is you can exceed your critical airspeed at any angle of attack.
Great demo! It's not the speed, it's the angle of attack 😁
Very interesting. What kind of video setup do you use??
Good job
I practiced this maneuver during primary training in a C-150. Years later, on an instrument flight plan, our club's C-172 swallowed a valve at about 500 feet. I couldn't see the instruments due to extreme vibration. "Atlanta departure, Cessna two-zero-tango experienced a loss of power and is returning to the field". "Ah, two-zero-tango, understand you've experienced a loss of power". "Two-zero-tango, roger". "Ah, two-zero-tango, understand you are returning to the field". "Two-zero-tango, roger". "Ah, two-zero-tango, frequency change is approved, you can cancel on the ground". "Two-zero-tango, roger". In the meantime, I was banking approximately 45 degrees and watching my airspeed. Landing checklist. Flaps 10 - 20 - 30. On the ground, a little shaky, I turned to my wife and said, "Did my voice go high pitched"?
Nice demo. I wonder how much difference a stationary prop would make?
Great question: quite a bit, actually. We did engine-off testing at altitude to determine the amount of residual thrust the fixed pitch propeller provides in the test airplane. We determined that actual glide angle with the prop windmilling and engine off was within a couple of tenths of a degree of glide angle with the engine IDLE and flaps 40 set; so we use flaps 40 during low altitude testing to simulate actual engine off glide performance. This is a light-weight Catto prop. With the engine off, it will windmill at L/Dmax (maximum range glide) but will naturally stop ONSPEED (maximum endurance glide). Previous CAFE testing determined that the pilot should make no effort to intentionally try to stop the prop below 3000's AGL. With a light weight, fixed pitch prop, physics takes care of it--different story with a metal constant speed propeller. If you still have control over RPM after engine failure, drag is substantially reduced at LOW RPM (i.e., pull the prop control all the way aft to reduce drag and improve glide performance).
What are we testing in spirals?
Max, 45 degree banked gliding turn performance. 45 degrees of bank is optimum for a "turn back" maneuver following power loss on the takeoff. We are working on validating the glide performance modeling in the TLAR app. Part of the debate is airspeed reference vs AOA reference. Most airplanes don't have an AOA system, so we are looking at the difference in turn performance "on the buffet" (i.e., maximum instantaneous turn, which occurs at the aerodynamic [stall] limit), essentially Vref, not slower than stall warning; and ONSPEED (maximum sustained turn). Pilots brave enough to fly without AOA have a harder tactical problem when trying to "max perform" the airplane with a windscreen full of trees...there isn't any direct feed back of how hard the wing is working, save for any aerodynamic (buffet) cues and stall warning (if equipped), since that is, in fact, the only real AOA cue they have available. 🤔
Great demo Vac. Any ETA for the new FlyOnSpeed hardware?
been watching these for a while very educational!
That's great! A big part of our mission is education, and it's always nice to hear from folks in the field.
Got the package. Thanks!
It is amazing how sensitive Onspeed is to G load as you bank and turn back. Nice to see it on the M5 too :)
Hi CZcams algorithm!
looks very fascinating, probably why youtube pushed it front page to me. Would you care to elaborate further so i could understand it?
Ground effect in aerodynamics is the effect the wings have with a nearby fixed object. In this case the ground. The air being pushed under the wings against the ground causes the plane to rise. This can be dangerous when it occurs before climbing speed is reached, as nosing up will cause the plane to fall back down. In this video it appears the lighter tail end of the plane was pushed up, but the front end was not.
Close, the first part of the reply above is correct. The purpose of the demo is to show how AOA momentarily increases as you climb out of ground effect. It makes true back-country pilots cringe when they see folks like me "raise the tail" during takeoff, since the airplane has conventional gear (a tail wheel); but the part to pay attention to is the change in actual angle of attack just after rotation/lift-off. In ground effect, critical angle of attack (the angle at which the airplane stalls) is lower. Ground effect occurs within about a half wingspan of the ground, in this case about 12 feet (the RV-4 has a 24 foot wing span). My AOA system uses two pressures to compute angle of attack. One of them is dynamic pressure, the same pressure that is used to measure airspeed. I rotate at an angle of attack condition referred to as "on speed." It's the AOA used for best angle climb and is equal to 1.73 L/Dmax AOA. In video, an on speed condition is a steady tone, green "doughnut" lit in the AOA visual display (indexer), and 60% lift. % lift is the ratio of actual coefficient of lift to maximum coefficient of lift (stall). Notice that just after lift-off, AOA momentarily increases, so I make a slight pitch adjustment (nose down) to compensate. Thanks for asking, and @statboy, thanks for helping to answer. Fly safe, Vac
Hi Vac, What is the "AOA soution " you mention in your comment of this video? Is it the new Version 4? Happy New Year! Dale Pryor
Hi Dale! Poor wording, I meant "what is the effect of sideslip on the accuracy of the AOA [solution]." The only wind tunnel testing was conducted by Dr Rogers using a different type of commercial probe a while back; so we are testing in the wild. Unfortunately, it's tough to have an accurate reference system to compare against since our GNSS/INS solution isn't valid under those conditions and the air data boom is suspect. Ultimately, we'll have to go back to the wind tunnel. However, the important thing to notice is that a properly calibrated coefficient of pressure system still accurately captures the stall, even when I'm generating maximum yaw.
Good to know it works at maximum yaw! Any news on V4?
Yes, sir!
Is that an RV-4?
Yes it is. Sorry for the delayed reply.
Ball barely moves during skids and slips. Not useful indication IMO
Max, good observation. I had Lenny dial it back a bit to suit me. Don’t know how practical it is to make it user adjustable.
Good work there Vac..
The ball on the indexer barely moves during the slips and skids. Review the video starting at 13:50. Perhaps the software needs a tweak
I need me one of them indexers!
Mike, thank you for this masterful demonstration. Very impressive. I would very much like to have a quick chat with you about a (tiny) project I am just starting over here in Europe, mostly based around formation flying, but which will require skills upgrades for pilots before they can start flying in formation. Can you let me know how to get in contact with you directly? I cannot see any contact details on this channel. Thank you.
Ouch--I apologize for the delayed reply! You can find contact information on our web site at FlyONSPEED.org.
ive got an unlikely addiction to these types of videos! id love to see a few photos of the aircraft itself
what aircraft is this? i fly a 1946 aeronca champ
Hi Jacob, it's a Van's RV-4. Cheers, Vac
@mikevaccaro1248 very nice! Brilliant aircraft!
Max, working it 😁
Excellent! Thanks. Now see if you have any M5 display parts left
Just love it! Hard to wait for the good's though..... My first priority to buy ASAP!! Cheer's Vac
Looking forward to buy your stuff next year... (Keeping them fingers crossed:) Cheer's
Great post Mike. The only times I have flown my 4 without IAS was 1. Forgot to remove the pitot cover. And 2. with a Commercial Pilot/Instructor in the back seat on a Club day competition.. Both times ended safely, but Yikes..! didn't enjoy it. Well done mate...!
Thank you! Not as sporty as it looks--the key is an accurate AOA system with good performance cues...if I know when I'm at L/Dmax and on speed, I can takeoff, climb, maneuver and land with more situational awareness than I can by using airspeed. AOA responds immediately to G inputs, and provides precise "stall margin" information...I'm not smart enough to do the cockpit math real-time to adjust indicated stall speed, and our -4's provide limited buffet cues. 'Course our system uses the pitot tube, so it won't compensate for leaving a cover in place. Good thing I'VE never done that ;)
@@mikevaccaro1248 Yeah well said..! I still take a beating every time I admit my "foul up "...! Cheers...!
Obviously I am an RV 4 super Fan...That being said....I have flown many types, mainly Cessna varieties...( and they are wonderful aeroplanes ) but , I state for the record that Vans 4 design is the most all round safe, efficient, and flyable single engine aeroplane that ANY pilot wishes to own and fly...period...There I've said it...! And happy to have...! Building AND flying an aeroplane will enhance your flying safely, that is a proven FACT...! So go out there and support your local EAA Chapter...!
Thanks Mike.. nice educational content.. Well done.
Good video, great example of where and what happens to airflow during a stall. 👍🏼
i would probably have a mini heart attack while trying to come out from this sort of unusual attitude, and my calm narrative of what the airplane is doing would be "oh sh^t!" 😂
Thx! We need this video in trainers like c172's too. Especially in light of the sad loss of Richard Mcspadden in likely accelerated stall last Sunday...
Thanks Mike. I have nearly finished installing an AI with AoA capability, as well as a smoke system, so ...looking forward to testing them in my -4. Great production and info..! Cheers..! Soft skies , hard ground.
Nice demonstration. Next time you do calibration show us how the 2 methods work with full flaps!! No flaps cal is easy
Thanks for sharing this Mike!
How well does this technique work with flaps down ? Never see you calibrate flaps.
Hey Max, Great question. Just trying to baseline Flaps 0 so we can run a transient response analysis on the IMU-based calibration for now...engineering in progress :)
I want one of these devices. My Garmin does not work at all. I have calibrated it 18 times and it gives me different or no quidance at all.