VGs are used on the tail to solve a problem. If you don’t have a problem then they won’t do anything. If you are running out of elevator power at full flap at fwd cg i.e. you can’t stall the airplane then they may help. Just like VGs on the wing they delay the stall onset. One example of where they might help is if you put VGs on the wing, or especially slats, which allows you to go to higher AOA, but you run out of tail power before you get there. VGs might give you just enough extra tail power to get there if you are marginal. But if you have lots of tail area and/or a relatively aft CG you might not need the extra power in which case the VGs won’t do much. VGs will not affect stability. Some might be claiming that but there is a lot of confusion out there on the definition of stability and most pilots don’t know how to test it
I own the Piper Saratoga that was used for the original FAA certification for the VGs from one manufacturer. The result is that the VGs on the stabilator did not improve the down force available for the tail more than the wing VGs improved the angle of attack at stall and the net result is that the aircraft now cannot be stalled without significant ballast in the back. No other performance numbers changed. Big waste of effort and money if you ask me.
I found the same results with my Patrol. They just created an unstable feel that I found hard to explain.The Patrol has a profiles airfoil shaped horizontal stab and the original Bearhawk 4 has a slab style stab like the cub. I found the VG’s to be very helpful on the old slab tail but just not needed with the New style stabilizer.
Nice to see my old stomping grounds again. Recognized Seldovia from the air right off. Used to fly for a 135 outfit out of Lake Hood in ANC to the lower Cook Inlet, Homer, Seldovia, Port Graham, Nanwalek, Dogfish Bay, twice a day. Awesome in good weather, Tough in bad. Love your Bearhawk and your channel.
Another great video, I really love your stuff! I put VG's on my certified aircraft. I had to use micro VG's because they had the STC available. The before and after results of the VG's was drastic, a couple of miles per hour. It did have VG's on the bottom side of the elevator. I found it had more elevator control, I also didn't find that it made the aircraft any less stable. I wonder if this is a Bearhawk situation. The super Cubs I flew also had VG's on the horizontal stabilizer. We found better control at lower speeds and as you mentioned the ability to pull the aircraft up a bit higher, even with the flaps down. I'm glad I'm not the only one who couldn't create clear empirical data on the difference between having VG's and not having VG's.
I've got STOL-speeds on the bottom of my CH701 stabilizer and love them. Never flown without them so can't make an actual comparison. But I've never ran out of elevator authority during landing, which other builders have reported can be a problem without.
I'm going to say landing with a slight tailwind only because GS indicating 56 and airspeed of only 40 but I could be wrong. I only guessed because I want to know the real answer 😆
If you look on the PFD below the TAS, you can see a box that says 230@6 pointing up just as he rounds out to land. So yes, another way to confirm a few knots of tailwind on the landing!
@@eddiegardiner9628 I actually did see that but thought he was gonna say something like that wasn't accurate because he was in the middle of a stall😆 Thanks for answering the question anyway because I always like to learn even if I have to answer a question wrong.
@@kevincollins8014 Huh, that's a good point. I wonder where the computer gets that number from, because I think you're right in that the closer you are to a stall, i.e. the closer you are to rounding out, the less accurate it would be. Maybe it's delayed by a few seconds and stops updating when the sink rate falls below a certain value? It would be interesting to find out
It gets the numbers off of your heading, ground track, IAS and ground speed...given that IAS is totally inaccurate at high AOA (like when landing) it is always going to show a tailwind even with no wind at the surface.
@@fly8ma.comflighttraining199 Cool I knew one of them was affected by the AOA just wasn't 💯 sure which one. Thanks for your response and hey I learned something new today in the process.
![[TH] 2024 PMSL SEA Finals D1 | Fall | ยิงต้องโหด ให้เหมือนโกรธกันมาก่อน](http://i.ytimg.com/vi/OnTdfGySmds/mqdefault.jpg)
VGs are used on the tail to solve a problem. If you don’t have a problem then they won’t do anything. If you are running out of elevator power at full flap at fwd cg i.e. you can’t stall the airplane then they may help. Just like VGs on the wing they delay the stall onset. One example of where they might help is if you put VGs on the wing, or especially slats, which allows you to go to higher AOA, but you run out of tail power before you get there. VGs might give you just enough extra tail power to get there if you are marginal. But if you have lots of tail area and/or a relatively aft CG you might not need the extra power in which case the VGs won’t do much. VGs will not affect stability. Some might be claiming that but there is a lot of confusion out there on the definition of stability and most pilots don’t know how to test it
I own the Piper Saratoga that was used for the original FAA certification for the VGs from one manufacturer. The result is that the VGs on the stabilator did not improve the down force available for the tail more than the wing VGs improved the angle of attack at stall and the net result is that the aircraft now cannot be stalled without significant ballast in the back. No other performance numbers changed. Big waste of effort and money if you ask me.
Great to know. Been researching about doing this to my PA-32R as well. Thanks for sharing
I found the same results with my Patrol. They just created an unstable feel that I found hard to explain.The Patrol has a profiles airfoil shaped horizontal stab and the original Bearhawk 4 has a slab style stab like the cub. I found the VG’s to be very helpful on the old slab tail but just not needed with the New style stabilizer.
Nice to see my old stomping grounds again. Recognized Seldovia from the air right off. Used to fly for a 135 outfit out of Lake Hood in ANC to the lower Cook Inlet, Homer, Seldovia, Port Graham, Nanwalek, Dogfish Bay, twice a day. Awesome in good weather, Tough in bad. Love your Bearhawk and your channel.
Another great video, I really love your stuff! I put VG's on my certified aircraft. I had to use micro VG's because they had the STC available. The before and after results of the VG's was drastic, a couple of miles per hour. It did have VG's on the bottom side of the elevator. I found it had more elevator control, I also didn't find that it made the aircraft any less stable. I wonder if this is a Bearhawk situation. The super Cubs I flew also had VG's on the horizontal stabilizer. We found better control at lower speeds and as you mentioned the ability to pull the aircraft up a bit higher, even with the flaps down. I'm glad I'm not the only one who couldn't create clear empirical data on the difference between having VG's and not having VG's.
I've got STOL-speeds on the bottom of my CH701 stabilizer and love them. Never flown without them so can't make an actual comparison. But I've never ran out of elevator authority during landing, which other builders have reported can be a problem without.
🤙
Love from India 🥰
👍
I'm going to say landing with a slight tailwind only because GS indicating 56 and airspeed of only 40 but I could be wrong. I only guessed because I want to know the real answer 😆
If you look on the PFD below the TAS, you can see a box that says 230@6 pointing up just as he rounds out to land. So yes, another way to confirm a few knots of tailwind on the landing!
@@eddiegardiner9628 I actually did see that but thought he was gonna say something like that wasn't accurate because he was in the middle of a stall😆 Thanks for answering the question anyway because I always like to learn even if I have to answer a question wrong.
@@kevincollins8014 Huh, that's a good point. I wonder where the computer gets that number from, because I think you're right in that the closer you are to a stall, i.e. the closer you are to rounding out, the less accurate it would be. Maybe it's delayed by a few seconds and stops updating when the sink rate falls below a certain value? It would be interesting to find out
It gets the numbers off of your heading, ground track, IAS and ground speed...given that IAS is totally inaccurate at high AOA (like when landing) it is always going to show a tailwind even with no wind at the surface.
@@fly8ma.comflighttraining199 Cool I knew one of them was affected by the AOA just wasn't 💯 sure which one. Thanks for your response and hey I learned something new today in the process.
Can you stop doing the answers for another time thing. I always forget to come back. Or no body answers and im always curious to what the answer is
Lazy
Lol. Hit the dislike button twice ;)....