Fred Scott, Jr.
(434) 295-4188


The CYA-100 AoA
( Check Your Angle - 100 )
(Here's a complete list of all our AoA pages)

We have NOT test flown this system., If you have done so -- independently of any relationship with the manufacturer -- in a formal manner using a scientific method, and have a complete dataset of standard-format test results...and would be willing to share it...please send it to us via the this email link . We'd be happy to publish iton ths site.

For locations to mount the Alpha probes, the sensors, please click here.

For a few ideas on routing the AlphaSystemsAoA sensor lines, click here.

In general: we suggest that the AoA display should be as HIGH as possible in the panel or..even better...mounted ABOVE the glareshield. Ideally, we can look out to the runway and peripherally sense the color of the Legacy or Eagle indexer. In either case, it should be located somewhere near the ASI.

Here a different device: the CYA-100 designed and sold by Rip Quinby at

I have neither seen nor test-flown it but the info on this webpage is a copy/paste from BeechTalk that explains it well:

Robert Briggs, the owner of a F33 Bonanza, summarized the calibration section of Rip's installation instructions to a single sheet that he carries in the airplane during calibration

CYA-100 AoA Calibration Summary

1) CYA-100 AoA calibration should be performed at or above 3000 feet AGL in smooth air.

2) After clearing turns, establish a straight ahead climb at Vy with gear and flaps up.

3) Turn on the CYA-100 AoA and within 5 seconds, TAP THE PROGRAMMING BUTTON. The top GREEN LED AND bottom RED LED will illuminate, showing that the unit is waiting for upper and lower display limits.

4) When satisfied that you are at Vy (im my case: 96 knots), TAP THE PROGRAMMING BUTTON AGAIN. The upper GREEN LED will flash signifying that the upper airspeed limit (low angle of attack) has been programmed into the microprocessor.

5) Reduce airspeed and place the aircraft in landing configuration (gear down and half flaps).

6) When flying straight ahead at constant altitude, reduce airspeed to just above a stall. If the stall horn sounds, increase airspeed to just turn off the stall horn and TAP THE PROGRAMMING BUTTON AGAIN.

7) The lower RED LED will flash for several seconds signifying that the lower airspeed limit (high angle of attack) has been programmed into the microprocessor.

8) The display will now go through the POST (Power On Self Test), and will then illuminate the LED appropriate to the current angle of attack.

9) Display interpretation: At speeds above Vy, the top green LED will be illuminated to let the pilot know that the CT AoA is on and working.

10) POST (Power On Self Test): the display will illuminate all LEDs from minimum to maximum brightness, and then back to minimum. Then one LED will be lit indicating the current AoA.

The small LED display of tbe CYA-100 looks like this. Note the nice installation just to the left of the DME display and up high...above the ASI and above the Attitude Indicator. When we are looking forward out the windscreen, we want to be able to sense the color of the Alpha indexer.

Ideally? We shoule not have to look at it directly. the display should be located within our near- peripheral vision as we are landing.

(In my opinion, only)
Here's the CYA-100 alpha sensor on a Bonanza. This a flying vane, shown at rest hanging straight down. In flight, it would trail aft, varying as the Alpha changes.

 

 

NEVER FORGET that a AoA Display will NOT improve any aircraft's performance, not even a little bit! But an AoA will provide sufficient additional information to give the pilot confidence to operate safely closer to the airplane’s limits…and the AoA will enable a pilot to extract all--or, at least: far more of--the airplane's available performance. An AoA can definitely make a good pilot better and enable him to fly more precisely.

Read comments from pilots with recent fight experience using this particular AoA device, with AoA flight time in military aircraft, and in using AoA devices in general aviation aircraft. Read what a few Flight Instructors and Pilot Examiners think about it. As you read along, please notice that all are pilots with great experience...the most highly skilled among us...and ... EVERY ONE of them is savvy enough and humble enough to know that there are VERY GOOD REASONS for having an Angle of Attack indicator on the glareshield.



Any questions? Ask the pilot