Stalls in a Mooney Ovation - effect of weight and speed brakes.
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- เผยแพร่เมื่อ 16 ม.ค. 2022
- How does weight affect stall speed? Do speed brakes affect stall speed? Do changes in configuration from clean to landing configuration make a difference on the effect of speed brakes?
I thought I would explore those questions in this video. ;)
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Excellent. I’ve wanted to do this …very interesting. Some of my Mooney friends leave the spoilers out for every landing….not smart. The Mooney engineers told me they are spoilers not speed breaks. Potato/Pototo? You should call Mooney, they are very helpful and the engineers are awesome.
Thank you!
The speed brakes are behind the point on the wing where the airflow is laminar at high angles of attack…..in the already turbulent air separated from the wing. During certification, Mooney anticipated pilots forgetting to stow the speed brakes for landing and also provided for the case where the speed brakes malfunctioned while extended. As you saw, very little effect at high angles of attack……of which landing is an example.
Nice explanation @747driver3. Thank you for watching the video.
We use some Ovations for work and as we revamp our new hire training, this video couldn't have come at a better time. Thanks for putting this together!
Welcome RG! Glad it was helpful and you are putting it to good use. :)
I still use you MP and RPM numbers to prep for landing. Keep these videos coming. Thanks!
Glad you found them useful David!
Welcome!
I have approx 100 hours in that airplane, 29-0058..... back when it was owned by Trajen. Nice plane!
Amazing!!! Such a small world!! 😀
Thanks for sharing this video Chris. I got my 98 Ovation a few months ago, I have yet to do all the stall tests like you just did. I finally have got the landings somewhat down, I have got VERY good at go arounds though. :) From this video I learned that at 54 knots I need to have the main wheels on the runway. LOL Thanks again....love the ovation!!
Thank you and welcome Frank! I really love the Ovation as well. The model I have with the high glare shield makes the sight picture a bit more difficult to get just right. It is also slicker than other Mooney models because of the low drag cowling and no cowl flaps which makes speed control on final just a bit more difficult.
Practice makes perfect!!! Keep it up!!
Great and some excellent videoing. Would be interesting to investigate increased stall speed in landing config during a simulated turn from base to final.
Thank you!
Plan a follow up video within next few weeks. Will see about doing a turning stall as well.
New Mooney Pilot M20K 231. Love the videos! Thanks for explaining everything the way you do. I am based in FL (KINF) and would love to fly with you sometime. Let me know if you’re interested sharing more insight with a fellow Mooney pilot and I’ll buy you lunch!
Hi Christopher!
Thank you for your comments!! Won't be able to fly till later this month since having some avionics installed here with Advanced AeroTechnologies. Will get back with you when I have it all completed and tested. BTW, used to own a K sometime ago. Very efficient bird!!
@@chriskoppel3940 Thanks Chris! I go in for my Annual Mid-February, so let me know when your available and I'll come up as soon as I'm back in the air!
@@gnilomc Shall do!
Nice work Chris!
We’re you able to observe a higher AOA during the flight segments when the speed brakes were deployed?
I expect a higher AOA will be needed to maintain constant altitude…. As part of the wing is no longer generating lift, the remainder of the wing will need a higher AOA to provide the same lift to stay at the same altitude…
Thanks for sharing the details… - a -
Thank you AC!
I really could not compare AOA's (essentially airplane attitude on the AI + angle of incidence) since I did not really maintain level flight during the stalls while looking for a very gradual decrease in airspeed. I need to do another series at perfectly level flight with very gradual decreases in power to better assess "AOA" and airspeed simultaneously.
Do you use the speedbrakes on landing? I had a 231 with them, and found that they took most of the 'float' out of the landing when deployed in the flare.
I use them seldom unless I have had them deployed on an IFR approach and just keep them on for landing. I like to try to "finesse" the landing just with the wing.... a challenge for sure... I use them on an approach all the time since I don't live in ice country. Can keep throttle up a bit more that way. If I need to go missed then retracting them will level me off.
Yes, they take the float away
If these planes had a Canard mod like the “Peterson performance plus” kit, it would cruise much faster, carry more and there wouldn’t be anymore bouncing overshoot on landings to worry about. I see the new Cirrus with redesigned tail, wheel pants, wing leading edge can cruise at 200 kts now. Mooney needs a boost somewhere to show it’s sleek lines still mean business.
Not sure how they work so unable to comment on pros or cons. See they use them on 182's...
@@chriskoppel3940 what Peterson has discovered is that all general aviation airplanes with a six cylinder “boat anchor” up front, force the plane to fly with a higher angle of attack constantly. To counteract the heavy weight up front, the canard supports the weight on its own and allows the airplane to trim at a more nose low aerodynamic attitude, even during landing. The tail no longer has to fight the forces up front with added trim and drag, now it’s more streamlined with the airflow for much faster cruise speeds. Imagine what this could do for a Mooney that’s designed to fly even faster. This system allows a 182 to fly ten kts faster, on a Mooney where drag is even more important, it would turn into a supercruiser.