|Quoting A10WARTHOG (Reply 3):|
If I recall correctly a signal from the ice detectors also come into play.
|Quoting Bobbidooley (Reply 5):|
I would like to know, not only, how it derives its input - but how does it physically shake? I would imagine it is somthing akin to a cell phone vibrator, only on a much larger scale. Also, on non FBW AC do the actual control surfaces vibrate to some degree?
[Edited 2007-12-04 15:05:51]
|Quoting FADECFAULT (Reply 2):|
It's going to vary for a/c to a/c but like Boeing767mech said the ADC/ADIRU is going to have some input like current airspeed. I'm sure there are more inputs and maybe some inhibit inputs as well but the AOA sensors are not in full command as the wikipedia makes it seem.
|Quoting Jetlagged (Reply 10):
The basic inputs are AOA (measured by a vane) and LE/TE flap position. Airspeed is not needed because the key parameter is AOA. It may be that some sophisticated stall warning systems use other inputs to correct vane AOA to a more precise correlation with wing AOA. Pitch rate, for example, is important for converting vane AOA to wing AOA, especially if the vane is near the nose on an aircraft with rear mounted engines. However on Airbus the stall warning is basically very simple, one stall AOA value for flaps up, another for LE flaps extended. Boeings usually have a different stall AOA value for every flap position.
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