Sport Cruiser
I had previously tried your VGs on the wings of my Piper Sport (Czech Sport Cruiser) with mixed results. However, recently I put them on both sides of the fin in accordance with your directions for the elevator underside.
Previously I felt the rudder was ineffective with little feedback which I now consider could be due to a stalled situation when I deflected the rudder beyond a limited stall position which seemed to be about only half deflection.
I tested it today and for the very first time, ever, I had full control of the rudder on take off and even during higher speed taxiing. My plane has a castoring nosewheel, so with an ineffective rudder at low speed, I usually have to rely entirely on the brakes to keep directional control even on takeoff which was obviously not good. Today with the VGs at 30mm vertical spacing and 100mm ahead of the rudder pivot, in accordance with your elevator specs, I had the unusual experience of full directional control during takeoff. I heard recently from a previous instructor who used my plane for instructing before I bought it from a training environment, that many pilots had problems with low speed directional control with it. This explains why the brakes disks and pads wore out too early at my recent cost.
A single test flight indicated that I may have lost one or two knots in cruise but I really don’t care if I can avoid a scary and dangerous take off scenario. I have sometimes had to drag the plane off a bit early to avoid runway side hazards due to directional control limitations but today I had no such problems.
Jeff
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Results of testing Stolspeed VGs on a SportCruiser by Viktor in Switzerland
Viktor is a very experienced pilot, first of all with VGs on his Zenith 601HDS, and now on his newSportCruiser
Vortex Generators auf SportCruiser PS-28, Czech Sport Aircraft
VGs auf dem Flügel montiert: Vor dem Querruder mit 60 mm Abstand und auf dem
restlichen Flügel mit 90 mm Abstand.
VGs auf dem Elevator: Unten und oben mit 60mm Abstand montiert.
Die Testflüge machte ich am selben Tag mit einem Totalgewicht von ca 550 kg. Daher sind
die Resultate mit VGs und ohne VGs vergleichbar.
Mit VGs fällt sofort auf, dass der Rate of Climb höher ist und im Reiseflug die Nase ca. 3°
tiefer liegt. Somit ist die Sicht nach vorne besser.
Bei Messungen im Horizontalflug auf 3000ft mit max Power konnte ich keinen Unterschied
der Vmax feststellen. IAS 116 kt, TAS 120 kt
Beim Start kommt das Flugzeug wesentlich früher von der nassen Graspiste weg.
Bei der Landung verkürzt sich die Rollstrecke.
Beachte: Mit max Power und Flaps up ist die Stallspeed 1 kt tiefer mit VGs als mit Full
Flaps und ohne VGs.
Bei allen Konfigurationen bleibt das Flugzeug mit VGs im Stall sehr gutmütig und ist immer
sehr gut kontrollierbar. Zu bemerken ist, dass der SportCruiser auch ohne VGs ein sehr
gutmütiges Stallverhalten hat.
Neu werde ich im T/O bei 30 kt rotieren und anfänglich mit 40 kt steigen.
Den Anflug werde ich mit Va 45 kt beginnen und über Threshold 40 kt anstreben (1.3 Vs).
Weitere Informationen über meine VGs oder Bestellungen beim Hersteller der VGs auf:
www.stolspeed.com.
viktorwings 30.06.2013
(English Translation by Google)
Vortex generator on Sport Cruiser PS-28, Czech Sport Aircraft
VGs mounted on the wing:
In front of the ailerons with 60 mm spacing and on the remaining wing with 90 mm spacing.
VGs on the elevator: Top and bottom mounted with 60mm spacing.
I made the test flights on the same day with a total weight of about 550 kilograms. Hence the results comparable with VGs and without VGs.
With VGs immediately noticeable that the rate of climb is higher and at cruise the nose is about 3 ° lower.
Thus, the view is better forwards.
For measurements in horizontal flight at 3000ft with a maximum power I could not find a difference in the Vmax.
IAS 116 kt, 120 kt TAS
On take-of,f the aircraft lifts from the wet grass runway earlier, and shorter landing roll.
Note: With maximum power and no flaps, the stall speed is 1 kt lower with VGs, than with full Flaps and without VGs.
In all configurations, the aircraft remains stable and very good-natured and always controlled very well.
It should be noted that the SportsCruiser without VGs already has a very docile stall behavior.
I will now rotate for T / O at 30 kt and 40 kt initially increase.
The approach I'm going to start with 45 kt Va and strive on Threshold 40 (1.3 Vs).
For more information about the manufacturer of the VGs see:
www.stolspeed.com.
viktor wings 30.06.2013
POWER SETTING
IDLE POWER CLEAN
IDLE POWER FLAPS T/O
IDLE POWER FLAPS LDG
MAX POWER CLEAN
MAX POWER FLAPS T/O
MAX POWER FLAPS LDG
ohne VGs mit VGs
Differenz
in kts
Differenz
in %
40 kt 32 kt -8 kt -20 %
37 kt 31 kt -6 kt -16 %
33 kt 29 kt -4 kt -12 % Landing
37 kt 28 kt -9kt -24 %
32 kt 26 kt - 6 kt -18 % Take Off
29 kt 24 kt -5 kt -17 %