installing my CYA100 AOA on left or right wing

[Houman]

Hi,

Just ordered my CYA100 AOA and I was going to install it on an access panel under right wing, but a pilot friend of mine was telling me I should install it on the left wing. He did'nt go into too much detail, but I gatherd it was because of the P factor and that it would be advantagous installing the probe under the left wing.

I will ask Rip about it, but was wondering for those whom already installed the CYA100 probe, have you done it under the left or the right wing and why ?

Thanks !!!

Edited October 1, 2015 by Houman

[Alan Fox]

What wing is the factory A.O.A. on....(hint the left wing)

[Houman]

What wing is the factory A.O.A. on....(hint the left wing)

by factory A.O.A, do you mean the wing stall tab ??? if so, then it is on the left wing...

I would like to understand more the aerodynamic reasons of putting it there instead of the right wing.

[Alan Fox]

That's it !!!

[Bob_Belville]

I mounted mine in the leading edge of the right wing, "symmetric" with the pitot tube on the other wing. I mounted the slim display in the panel near the Aspen and the BU ASI. 

Edited October 1, 2015 by Bob_Belville

[Houman]

I mounted mine in the leading edge of the right wing, "symmetric" with the stall tab on the other wing. I mounted the slim display in the panel near the Aspen and the BU ASI. 

Bob, I'm so jalous of your pannel.. It's very elegently laid off..

[Danb]

Mine also mounted like Bobs to look even..

[Bennett]

I had mine installed on the left wing inboard of the ASI probe on an inspection plate. No good reason why left and not right side.

[wishboneash]

Mine is on the right side as well. No special reason.

[kmyfm20s]

Left wing because standard landing pattern is left turns. The wing inside the turn is the wing that stalls first. As mentioned above the Pitot tubes and stall tab the left wing as well.

[WardHolbrook]

FYI, the jets I've flown had had the AOA probes on both sides of the fuselage. My uneducated opinion is that it would make little difference as long as the vane is properly calibrated after the installation, buy hey I could easily be wrong.

  

[carusoam]

It would make sense to monitor the wing that is going to stall first.  If that were possible...

Having a stall horn monitoring one side, you have an audial alarm...

Having the AOA monitoring the other, you have a visual cue...

Having them on different wings, you can watch one and listen for the other.

Flying with the ball centered under low power in the landing configuration, p-factor is pretty low.

Performing a go around under full power with full flaps can accidentally cause the p-factor to go pretty high.

Some thoughts of an engineer,

-a-

[wishboneash]

Left wing because standard landing pattern is left turns. The wing inside the turn is the wing that stalls first. As mentioned above the Pitot tubes and stall tab the left wing as well.

 

 

I think this is true in uncoordinated flight. If turns are coordinated, the left wing would be lower and hence the speed differential is compensated by the lowered left wing. I can see the problem in a skidding turn where there is insufficient bank and too much left rudder. Hopefully one doesn't get to the point where the AoA is in the yellow to red regime in either direction of turn. It would be time unload the wing .

Edited October 1, 2015 by wishboneash

[Shadrach]

I had mine installed on the left wing inboard of the ASI probe on an inspection plate. No good reason why left and not right side.

Actually, I think there is an argument that can be made for one or the other.

I am not sure why the stall vane was placed on the left wing. However, if one considers that we typically fly left hand traffic patterns. Base to final stalls are often the result of a skidding tight left hand turn. The trailing wing (read the slower and first to stall) is the one on the inside of the left hand skid.

There is in my opinion a good reason to put the AOA on the right wing and that has to do with the fact that almost everyone slips left wing forward for visibility. It would be good to have a reference to lift reserve on the trailing wing in a full right rudder slip.

Either way, it's better to have AOA!

Edited October 1, 2015 by Shadrach

[Shadrach]

It would make sense to monitor the wing that is going to stall first.  If that were possible...

Having a stall horn monitoring one side, you have an audial alarm...

Having the AOA monitoring the other, you have a visual cue...

Having them on different wings, you can watch one and listen for the other.

Flying with the ball centered under low power in the landing configuration, p-factor is pretty low.

Performing a go around under full power with full flaps can accidentally cause the p-factor to go pretty high.

Some thoughts of an engineer,

-a-

I'm not an engineer, but it seems to me that theoretically, P-factor ought to reverse in the descent as the upward blade (left) will have greater AOA and airspeed when so configured. Probably unnoticeable at low power or off set by engine torque.

[carusoam]

Interesting points, Ross...

I think the way I have measured P-factor is using rudder trim to keep the ball centered.

in climb, the right rudder is in pretty strong.  Power/torque are at a high setting.

in cruise the the rudder trim is centered.

in descent the left rudder trim is in pretty light.  Power/torque are at a lower setting.

A lot to keep in mind while thinking through the initial question...

These are my observations,

-a-

Edited October 1, 2015 by carusoam

[Shadrach]

Interesting points, Ross...

I think the way I have measured P-factor is using rudder trim to keep the ball centered.

in climb, the right rudder is in pretty strong.  Power/torque are at a high setting.

in cruise the the rudder trim is centered.

in descent the left rudder trim is in pretty light.  Power/torque are at a lower setting.

A lot to keep in mind while thinking through the initial question...

These are my observations,

-a-

I wasn't trying to pick nits! Most of us think of P-Factor in terms of rudder input, but as we know, there are other things that influence yaw. The subject was on my mind because of a recent discussion about taildragger takeoffs with a family member. One of us made a casual statement about P-factor and its effect after raising the tail wheel. We were talking about the airplane's tendency to pull left while accelerating. I got to thinking that it really could not be P-factor pulling the plane left as the prop blades are pretty much symmetrical to the relative wind with the tail up. Prop wash and torque are also significant forces, but we tend to lump it all together as P-Factor. I certainly did until recently.

Edited October 1, 2015 by Shadrach

[Bob_Belville]

So, Bob Kromer saw my installation on the flight line at Panama City Beach and said it made no difference. He said mine looked fine. End of discussion!

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