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The article reports that aircraft manufacturer Cessna has added an angle-of-attack (AoA) indicator to the features of the Cessna 172 Skyhawk airplane.

The article reports on the move by the European Aviation Safety Agency (EASA) as of late April 2015 to order the replacement of certain angle-of-attack sensors on the Airbus A320-family and A330/340 jets as safeguard to possible air data issues.

The article presents information on the aircraft accident of a Lufthansa Airbus A321-200 in Pamplona, Spain in November 2014. It higlights the effort of the German Federal Bureau of Aircraft Accident Investigation (BFU) to discover the cause of the accident that linked to frozen angle-of-attack (AOA) sensors. It also notes that AOA probes of the aircraft were blocked along with the deactivation ofhigh-angle-of-attack protection.

The article looks at details related to the nature of an event that resulted in the European Aviation Safety Agency issuing an emergency airworthiness directive related to stuck angle-of-attack (AOA) vanes on Airbus A330 and A340 aircraft. An AOA vane, manufactured by the firm Goodrich, on an A330 aircraft became stuck while the craft was climbing through 11,300 feet, which aircraft firm Airbus believes is related to icing.

The article discusses a European Aviation Safety Agency order to all operators of Airbus-manufactured A330 and A340 aircrafts regarding the implementation of emergency procedures to deal with blocked angle-of-attack sensors, focusing on a blockage incident which led to an autopilot disconnection.

Letters to the editor are presented which comment on the articles "Learjet 60XR iced as weak market depresses demand," "Ryanair proposes wider doors to speed C919 boarding," and one about an AF447 aircraft accident and angle of attack which are in the August 7-13, 2012 issue.

The article explains why a display of critical and rudimentary aerodynamic performance data or angle of attack (AoA) could have prevented the crash of Air France 447 in June 2009. It explains that by knowing the AoA, or the geometric angle between the mean chord of the wing and the relative airflow, the flight crew could have powered out of a stall from nearly 38,000 feet without losing altitude. It explains how the lack of an AoA display led to pilot disorientation that caused the crash.

The article reports on the revised procedure for the standard stall recovery which focuses on reducing excessive angle of attack rather than the approach of training pilots to power their way out of a near-stall with minimum loss of altitude.

The article reports on the proposed airworthiness directive for airlines operators of 89 U.S.-registered Embraer Phenom 100 business jets to change the two angle-of-attack (AOA) sensors and cover plates of twin jet to avoid possible loss of control problems.

This article focuses on use of Horizontal Tail Stabilizer (HTP) in aircrafts. The new Airbus 380 may be the largest aircraft ever to be built, yet SKF engineers had devilishly tight constraints under which to design the bearing assembly for (HTP). The primary function of the HTP is to balance all the moments caused by the various aerodynamic and inertia forces and to provide a stable angle of incidence. A secondary function is to control the pitch of the aircraft. SKF engineers designed the failsafe hinge and shaft assembly that connects the horizontal fuselage and stabilizer and is a critical part of the HTP. To meet the loading (high) and weight (low), they employed a new, high-strength steel and titanium shaft and a bi-metal, spherical plain bearing designed to support loads up to 3,800 kN.