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I've seen planes with them just above the leading edge and as far back as almost to the thickest part of the wing. I've even seen planes of the same type and model of plane with VGs in different places.

How much of a difference did they make? Did you also put them on the tail?

What are those templates like? Easy to use, or a pain? Plastic or paper? I'm also trying to decide which VGs to get -- the $95 set from Landshorter (and then buy the glue) or spent the extra $600 for Micro.

Dunno if I'll get over there in the next couple of days (WX doesn't look like it will cooperate), but I'd sure like to look at the book and install stuff, so I'll really give it some thought.

Unless there are manufacturers with different certifications for their VG's on the same model plane (highly unlikely), something is wrong. I have seen VG's on airliners (big iron) on top of the wing far removed from the leading edge. I have also seen VG's on smaller GA birds in different sizes and configurations. I have the VGs from MicoAerodynamics in Anacortes, Washington. Had 'em on since 1995, and I love 'em.

There are two packages for the 150 - one for the straight tail, the other for the slant tail. On the 150, VG's are not installed on the bottom of the horizontal stabilizer, while on the 172 and they are.

I have seen certain models of VG's that are fairly large and/or tall. Mine are about a quarter of an inch to 3/8 inch tall, about an inch long, and they work really well.

In the March/April 2007 edition of the Club newsletter, I wrote an article describing the installation, the kit, and results of the MicroAerodynamics VG's on my 150M - Mary Lou.

Yes, I know that something is wrong when there are so many divergent placements, which is part of the reason I'm looking around for info before making the jump myself.

I'll check the Newsletters, thanks.

The difference is one is certified, and has already figured out for you where and how to place them on your specific make/model of aircraft for best results, and offers a 10% discount to Club members.

The other one doesn't.

I'm hoping that the Part 23 reforms will come soon enough to negate the STC advantage.

The big question is whether the VGs are really that much of an advantage.

If you believe a certain plane owner in the forum, the VGs do everything except flying the plane for you.

Keith -

They are a real advantage! As I mention in the piece i wrote, they take advantage of the slow-end already-docile characteristics of our birds. They really are a benefit - at least I think so.

Try to find an aircraft that has them installed - preferably, the same make and model you normally fly, and conduct an A-B test doing stalls and slow flight. You'll be pleasantly surprised.

Big woop. When I get in my airplane the object of the drill is to get somewhere. I very rarely, if at all, fly SLOW.

It all depends on the type of flying you do and what you consider important. Where VG's shine is if you are flying higher density altitudes doing tight, short field work mostly on dirt or grass strips where you are primarily flying in the lower part of the green arc. If all of your flying is zipping cross country off of 7,000' paved runways at sea level, then they do offer some added insurance at those rare times you may happen to get lazy, low and slow but mostly they would be something to catch your rag on when washing the airplane.

Bill