Page 15 - Nov 2015 Volume 9, Number 11

in the clean configuration, although remembering which pointer to follow took some effort.We also flew the instrument in steep-banked turns to observe the effects of acceleration. Not wanting to cause a real loss-of-control event, we did not actually stall the airplane. Configured clean and with the airspeed considerably above published Vs, it was sufficient to experience the onset of buffets exactly coincident with the upper pointer reaching the hashed band zone.The Aspen supports several modes of operation including “Auto”, where the indicator is only displayed on the PFD when the upper pointer (clean configuration) is approximately a quarter of the way up from the bottom of the green band. For airplanes equipped with their own MFD, the indicator can be enlarged for easier viewing. This is helpful for flying a safe speed or angle more precisely. And, while Aspen Avionics acknowledges that the device is not quantitative, the company’s recently- published promotional video suggests that it can be used to determine certain V-speeds to fly. For example, the best rate of climb may be accomplished with the upper pointer held exactly between the green and yellow bands. Still, not having an accompanying MFD in the Widgeon to display the larger indicator, it seems probable that holding the pointer so precisely would be difficult. I expect determining a bug speed and following the airspeed tape might be a more realistic answer. We did, however, discover that targeting the lower pointer between the green and yellow bands while on approach with the airplane configured to land nicely correlates with Vmc, making for a handy cross reference.Pacific Coast Avionics Quarter Page4/C AdAspen Avionics deserves a lot of credit for developing a practical and inexpensive AOA/CL device, one that functions well and supports a large number of airplane types. While I might wish for more features, including configuration sensitivity, audio output, a stick-shaker interface, and 1.3 X stall pointer bug on the airspeed tape, similar to what we have in our Citation CJ3, I am not sure I would be willing to pay the extra tens of thousands of dollars needed to accomplish the task in the smaller•airplane. More to the point, knowing the available lift capacity remaining (CL) at all times is likely the best way avoid a loss control accident. And that is something the Aspen Avionics product does very well, indeed. T&TTWIN & TURBINE • 13JANUARY 2016AOA AOA AOAYellow – Caution ZoneYellow – Black Cross Hatch Warning ZoneGreen – Normal Approach ZoneBlue –Low AOA ZoneYellow – Caution ZoneGreen – Normal Approach ZoneFlaps Down Flaps Up