Safety and Training
This piece provides a good perspective on why we should be a little sober about the benefit of angle of attack (AoA) indicators, and I think there's one more reason why they're not as awesome as many think. Dan notes that ex-military pilots are often shocked that civilian pilots are flying solely on airspeed. True, but query what we're missing when we rely solely on airspeed. How different is our airspeed information from AoA informaion? Compare the flaps down stall speed of a Cessna 172 in a 30 degree banked turn at max gross weight versus the same plane at 300lb over basic empty weight, straight and level: 47 knots vs. 56 knots. 9 knots. 20%. The reason the difference is so small is that the maximum certificated weight is only 127% of the realistic minimum weight. For a B-52 Stratofortress the maximum weight is 264% of its empty weight. That's a 62% change in stall speed before you add any bank to the equation! If you tried to land a B-52 at the max gross stall speed when it was at a post-mission landing weight, you'd miss the runway entirely--hence the value of using AoA to establish approach speeds in aircraft with more substantial payload capability, and dubious applicability to light aircraft.
The "Coffin Corner" is a great teaching concept, because it illustrates two kinds of airspeed limits: those based on indicated airspeeds (IAS) and those based on true airspeeds (TAS). The IAS limits are all about the dynamic pressure air puts on some part of your aircraft (e.g. lift on the wings or drag on the flaps). The TAS limits are about compressibility effects (e.g. mach tuck or control flutter). Why does this matter to you? Because it helps to understand why we respect Vne, even if we're flying in absolutely smooth air with exactly 1g of wing loading. Read all about it!
In teaching pilots how to fly, we do an okay job of teaching pilots how to fly with passengers (what to cover in a preflight briefing (e.g. sterile cockpit), planning snacks, planning bathroom breaks, etc.). We do not cover how to fly with babies and small children. If that's part of your mission profile, there's a ton of good advice here.
Normalization of deviance is a hot topic in aviation, since, at some level, it's the cause of almost all aviation accidents. While the allegory behind the link is about a twin engine fighter-bomber, it's at least as applicable in a GA single-pilot environment where we have much less oversight. It could be your weather briefing, checking NOTAMs, thoroughness of preflight, takeoff briefing, checklist usage, dubious airworthiness, whatever. It's easy to let things slide when there's no examiner looking over your shoulder. You've got to find a way to convince yourself to follow the rules you've set for yourself, even when they feel a little silly, because one time in 100,000, they'll save your life.