StolSpeed Vortex Generators on a Harmon Rocket II Flight Test Report
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1 StolSpeed Vortex Generators on a Harmon Rocket II Flight Test Report Vernon Little Version 1.1, November 29, 2016 Summary StolSpeed Vortex Generators were installed on a Harmon Rocket II (C-GVRL). Flight test results showed improved stall behavior and a 3 KIAS reduction in full-flap (V S0 ) stall speed; with a 1.7 KTAS reduction at fast cruise speed. Little reduction in clean stall speed or partial flaps (15 degree extension) stall speed was indicated. Figure 1. Harmon Rocket II C-GVRL 'Voltar'
2 Installation A set of vortex generators made by StolSpeed Pty in Australia were purchased and installed on a Harmon Rocket II, C-GVRL. Identical flight tests were performed under similar conditions before and after installation. After the flight tests, data logs were extracted and airspeed information was compiled to provide a direct performance comparison. The VGs were purchased from Aircraft Spruce Canada as the STOLSPEED VORTEX GENERATORS 80 kit. Installation took about two hours, following the on-line instructions provided by StolSpeed. The kit provides heavy paper installation templates, however, these have a tendency to distort during installation. In order to provide more precision during installation, it is recommended that these templates be copied onto thin, flexible plastic that will not distort with use. Figure 2. StolSpeed 80 Installation Kit The wingtips on C-GVRL are the W type, with the large light cove. This prevented following the exact installation instructions which required the first VG to be installed 2 inches inboard of the wing tip. Communication with StolSpeed indicated that the first VG should be installed just inboard of the light cove.
3 Figure 3. Vans Aircraft Wing Tip Installation of the VGs normally should be done in warm temperatures (above 72 degrees F) in order for the adhesive to stick. Instead, due to ambient temperatures during installation in the 50 s, a warm air gun and rubbing the VGs with a wooden dowel was used. This activated the adhesive and led to proper adhesion.
4 Flight Tests Procedures Flight test procedures were established for both before and after tests. They consisted of the following: TAKEOFF-NO FLAPS o From a stop, apply full power and accelerate with neutral elevator and take-off trim setting until aircraft lifts off, then climb out normally FULL POWER CRUISE AT ALTITUDE o At 9000 density altitude and 2650 RPM, lean to maximum airspeed. STALL-NO FLAPS o Idle power, reduce speed at 1 knot per second until full stall break, recover STALL-15 degrees FLAPS o Idle power, reduce speed at 1 knot per second until full stall break, recover STALL-FULL FLAPS o Idle power, reduce speed at 1 knot per second until full stall break, recover ACCELERATED STALLS-LEFT o No flaps, 70 KIAS, 60 degree bank coordinated level turn until stall break, recover ACCELERATED STALLS-RIGHT o No flaps, 70 KIAS, 60 degree bank coordinated level turn until stall break, recover AILERON ROLLS-LEFT o No flaps, 130 KIAS, full control input. AILERON ROLL-RIGHT o No flaps, 130 KIAS, full control input. SPIN-LEFT o Two turn, recover SPIN-RIGHT o Two turn, recover APPROACH AND LANDING o Full flaps, 78 KIAS (before VGs) 72 KIAS (after VGs), wheel landing.
5 Conditions The weather and loading conditions were as follows: No VGs: Location: CYYJ Date: 11/21/2016 Altimeter Setting: inhg Temperature 11 degrees C (sea level) Wind Runway 27 Fuel: 43 USG at take-off Take-off weight 1820 lbs. CG location 92 inches. 42 lbs of ballast carried in baggage compartment. With VGs: Location: CYYJ Date: 11/28/2016 Altimeter Setting: inhg Temperature 8 degrees C (sea level) Wind Runway 27 Fuel: 43 USG at take-off Take-off weight 1820 lbs. CG location 92 inches. 42 lbs of ballast carried in baggage compartment. Flight Notes Both flight tests resulted in almost identical conditions. Temperature at altitude was within 1 degree C and the spread between PA and DA was within 76 feet. The second flight (with VGs), did not include the spins due to airspace restrictions. Stall testing without VGs showed a tendency for a wing drop at full stall for both straight and level stalls and accelerated stalls. Notably, stall testing with VGs could not obtain a clean break with a wing drop. Rather, a continuous stall buffet and rapid descent rate (1500+ ft/min) was obtained in the straight and level cases. In the accelerated stalls, there was no tendency for a wing to drop.
6 Results After the completion of both flight tests, data logs were extracted from the Dynon SkyView EFIS system and detailed analysis performed. No VG Results Speed Run PA 8469 feet DA 8999 feet RPM /min MAP 22.1 inhg FF USG/hr OAT 3 degrees C AOA 2 percent %HP 74 percent TAS avg KTAS Stall Speeds (KIAS) Clean 60 wing drop 15 degrees 56 wing drop 40 degrees 56 wing drop With VG Results Speed Run PA 8479 feet DA 8935 feet RPM /min MAP 22.1 inhg FF USG/hr OAT 2 degrees C AOA 2 percent %HP 74 percent TAS avg KTAS Stall Speeds (KIAS) Clean 59 no wing drop 15 degrees 56 no wing drop 40 degrees 53 no wing drop
7 Sources of Error As in any flight tests, there are several sources of error. Primarily, the speed runs have errors related to variations in atmospheric conditions between the tests. The logged data show this to be small (within 1 degree C and 76 feet DA-PA spread). Probably the largest source of error is caused by turbulence or small variations in the autopilot altitude hold system. For this reason, the recorded KTAS during these tests were the average speeds obtained in level flight conditions determined by examining the data logs. There is some amount of subjectivity in choosing the data sets and the error is estimated at less than 1 knot TAS. Conclusions The installation of StolSpeed VGs on Harmon Rocket II C-GVRL provides a substantial reduction in V S0 of 3 KIAS. Very little effect on V S or partial flaps stall speed was indicated. Both 1G and accelerated stall behavior was improved in all configurations, with no wing drop noted in the tests. Fast cruise speed was reduced by 1.7 KTAS, with less than 1 KTAS uncertainty in the results.
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