After thinking about it for over a year, I finally plunked down the dough for a Micro VG kit for my C150/150TD. Although I've heard nothing but glowing reports about installations on Pacers, I have heard mixed reports about the results with Cessna's.
The kit was very complete, with excellent directions for laying out the installation templates. The gluing was messy but I managed to accomplish it without gluing my finger to my nose (or anything else). Now for the moment of truth....
The results were somewhat underwhelming. The sales brochure sez they reduce the stall speed 8-10%. I saw maybe a 2 mph reduction from the old stall speed of about 40 indicated, which is a full 5% -- not bad, but still only 2 mph. I did see some improvement in low-speed aileron response. but probably the biggest improvement was increased rudder effectiveness. So I did get some improvement, but given the chance I don't think I'd go for it again- at least not on a Cessna.
As part of the same program, I also pulled off the prop & had it repitched from the weak side of 57 to the strong side of 54. This gave me about a 100 rpm increase & helped shorten the takeoff roll. BTW this prop was bought new 3 years ago, ordered as (& stamped as) a 56-- I guess they don't worry too much about accuracy when pitching it at the factory.
Doing the math ( rpm X pitch / 1056), this should have given me about 6 mph less cruise speed at 2500 rpm, but I only saw a loss of maybe 2 mph.
Also speed-wise, when I installed 850's instead of 800's, several people told me I'd see a lot less cruise. Not so, I cruised at about the same speed at the same rpm-- but I'm pretty sure that I was pulling more manifold pressure. More drag is more drag, after all, and there's no free lunch.

I have an '05 (new wing) Husky and VG reviews on that ship have been "underwhelming" as well. VG's do lower stall speed a little, but on the dog they make the stall abrupt with little of the normal impending stall warning. Leading edge bug cleanup also a pain of course. I like the "clean look" anyway.

bumper

bumper wrote:I have an '05 (new wing) Husky and VG reviews on that ship have been "underwhelming" as well. VG's do lower stall speed a little, but on the dog they make the stall abrupt with little of the normal impending stall warning. Leading edge bug cleanup also a pain of course. I like the "clean look" anyway.

bumper

Get a SPORTSMAN STOL KIT INSTALLED on Cessna airplanes and you'll never want another VG's . VG's do improve slow speed control-ability but zip for ability to take off . STOL kits (and Wing EX) add wing AREA and modified airfoil to aircraft = more lift per pound . VG's on the tail are ok for more control but on wing it's like taking a shower with your socks on IMHO . VG's were developed in late(Boundary layer ) 70's for twins to have lower operating(stal,spin and crash) speeds with engine out. Later they were added to singles for more positive control at lower air speeds . VG's are ok?? -but I wouldn't spend the money for VG postage to get any for my SPORTSMAN STOL Cessna 182 . SPORTSMAN STOL FAA flight certification test available by going to my email [email protected] , P.S. I don't do or read PM - because of limitations .

Considered a sportsman cuff but discarded idea due to economic contstraints. VG kit was $695, cuff kit is $2K plus much more time-consuming (read $$$) installation. You get what you pay for I guess. Although I wouldn't bother with them for another Cessna, they'd still be in consideration for a Pacer or Supercub.

Just looked at Stene's website, the sportsman kit STC shows 180 & 185 only. So anything else would be a field approval? Kit price including wingroot fairings & wingtips is $1995, est install time 40 or so hours (excluding paint). Assuming I provide half the labor, it's still at least $1K for an A&P, plus $2K plus for the kit (remember, shipping from Montana), plus paperwork costs-- maybe more than usual depending on field approval hassles? VG costs were 695 for the kit, my labor to install, plus another 45 for paperwork: $740 versus at least $3K for the sportsman, I figured VG's were worth the gamble. Like I said, I did see some improvements, just not the dramatic change I hoped for (and knew better than to expect).

Looks like SA4302E covers 150A-H, 150J-M, A150M, 152 and A152.

Dunno where you guys got the idea that VGs would get you off faster [pun]
VGs are only to keep the boundary layer attached, which tends to separate @ higher AOA, and causes your wing to stall.

Keeping the air "attached" all the way to the trailing edge gives better aileron & flap authority & lowers the stall speed a bit. That's it.

They have an STC for a lot more than just the 180 and 185. Here is the approved model list: http://www.steneaviation.com/sportsman_ ... menuID=7~7

I looked under the product tab, it only listed the 180/185 & showed the 1995 price tag.

Here you go http://www.steneaviation.com/cwResults.asp?secondary=19

My experience with VGs on a Cessna 170 are pretty similar to hotrod's....

The other thing I've noticed, however, is that I now have to actually fly slightly faster speeds on short short final with the VGs than I did before. This SOUNDS backwards and it is counterintuitive, but.....

What's happening is that, prior to installation of the VGs, the stall buffet of this wing was VERY noticeable and predictable. I could (and regularly did) work the edge of that buffet just prior to touchdown. The VG's actually changed the stall CHARACTER, to the point where there is almost no detectable buffet...the airplane just starts to sink enthusiastically.

So, now, if I work the wing as slow as possible, at the bottom the airplane often drops out from under me. I'm familiar enough with this airplane that this isn't a huge deal, and it never drops far, but with Cessna's spring landing gear, it often gives you a bit of a "sproing" on arrival, whereas I used to be able to pretty reliably roll it on a minimum forward speed.

So, now, with the VGs I actually have to carry a little bit (not much, but a little) of extra speed into the touch to ensure I don't actually stall the thing while still a foot off the ground. In other words, there's no longer a reliable stall buffet.

I have not found this to be the case on Cub or Scout wings, however. On those airplanes, VGs are a great addition.

I'd not install them again on a Cessna wing, though.

The Sportsman kit is the cat's ass for Cessna wings, in my opinion. I should have gone that route myself rather than the VGs, and I've flown a number of Cessnas modified with that kit. My reasoning was the same as hotrod's, though: $$$ Buy the kit, pay to install it, and then pay to PAINT the new leading edge, and try to get it to match....

If I had it to do over, though, I'd go with the Sportsman.

MTV

I'm with you, Nimpo. They're not a STOL kit... I've also found that the heavier you are, the better they do their job. Yes there are some "STOL" benefits, but they're not a STOL kit...
John