Return-Path: Sender: (Marvin Kaye) To: lml Date: Tue, 17 Jun 2003 14:52:17 -0400 Message-ID: X-Original-Return-Path: Received: from imo-r04.mx.aol.com ([152.163.225.100] verified) by logan.com (CommuniGate Pro SMTP 4.1b8) with ESMTP id 2432952 for lml@lancaironline.net; Tue, 17 Jun 2003 14:47:11 -0400 Received: from JIMRHER@aol.com by imo-r04.mx.aol.com (mail_out_v36.3.) id q.37.3a4043b0 (30970) for ; Tue, 17 Jun 2003 14:47:04 -0400 (EDT) From: JIMRHER@aol.com X-Original-Message-ID: <37.3a4043b0.2c20bc28@aol.com> X-Original-Date: Tue, 17 Jun 2003 14:47:04 EDT Subject: IV-P Air Conditioning X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_37.3a4043b0.2c20bc28_boundary" X-Mailer: 8.0 for Windows sub 910 --part1_37.3a4043b0.2c20bc28_boundary Content-Type: text/plain; charset="ISO-8859-1" Content-Transfer-Encoding: quoted-printable From: "Janie & Ed Smith" <2luv2fly@cox.net>=20 =20 Sunday Evening 6/15/03 =A0 Jim Hergert, =A0 Did the Aero Cool system affect your CG much one way or the other?=A0 Any=20 changes made on the way you load the airplane? =A0 Any "hindsight" that you could pass on to those of use who are still buildin= g=20 as far as the installation?? =A0 Thanks, =A0 Ed Smith Chesapeake, VA Hi Ed, I really don't know how the AC affected my CG because I built the airplane=20 with it in. Maybe someone who has added it and weighed the airplane before a= nd=20 after could answer that better. Using Mike C.'s weight numbers we were very=20 comfortable with the balance of the different weight units. Engine compresso= r=20 just behind the prop, 15 lbs. The evaporator on the rear pressure bulkhead,=20= very=20 close to the CG, additionally we had to make a cover with upholstery to go=20 over it. Then you get to the aft fuselage condensor/fan and ducts, which I=20 thought weighed maybe 3 or 4 lbs more than the compensator, that your elimin= ate with=20 Mike's modification that eliminates all the Bellows. Note; no future leaks o= r=20 repairs. My airplane is in the aft CG range and most of that was from putting that 10= =20 lbs TCAD 9900BX in the tail along with the Stormscope stuff and the Yaw damp= er=20 servo 3 lbs way in the back tail, AND, a big AND, is the MT 4 blade prop up=20 front. It is about 40 lbs lighter than the new 3 blade Hartzell with the ful= l=20 feathering. That prop is 7 to 10 kts. faster but I think but mine is prettie= r.=20 I'm already very heavy, so I don't want to add the prop weight. I do try to=20 load most of the heavy things forward. Like I have a tool kit that I put beh= ind=20 the front seat if I have a load, otherwise it is in the baggage area. Also,=20= I=20 have a heavy survival pack that I am currently trying to make the big decisi= on=20 as to whether to have it? or put it into smaller packs and Velcro them to th= e=20 rear of the firewall in front of the rudder pedals on the right side. Kind o= f=20 makes since there. I also upholstered my baggage compartment which is weight= =20 you could leave out. So far the aft CG hasn't caused any problem and I am=20 planing now to do a serious stall test or approach to stall test with a very= =20 experienced L4 test pilot in the right seat. I have stalled two other L4's w= ith no=20 problem but still need to get my stall number to put into the SFS so it's=20 stall warnings can be believed. In "Hindsight" I wouldn't change a thing. We knew that everything that could= =20 be put forward would be better CG wise, but you have to decide what trade of= f=20 to make. Like Charlie K. I had a hard time deciding whether to spend $20K on= =20 the TCAD then the weight but I tell you now I love it, almost as much as the= =20 AC.=20 We just flew form San Jose to Sedona at FL 230, the AC was on all the way up= =20 to 230, then turned off with just the cabin blower running. Then on decent a= t=20 14K it started to warm up, turned it on and it was on until shut down. My wi= fe=20 said "Boy do I love that AC, how could you get by without it." That is after= =20 you open the door and the heat hits you. Bottom-line, you will be looking into AC after you get flying unless you liv= e=20 in a cold area. Jim Hergert N6XE, "An Sex Y" L4P --part1_37.3a4043b0.2c20bc28_boundary Content-Type: text/html; charset="ISO-8859-1" Content-Transfer-Encoding: quoted-printable From: "Janie & Ed Smith" <2luv2fly@cox.n= et>


Sunday Evening
6/15/03
=A0
Jim Hergert,
=A0
Did the Aero Cool system aff= ect your CG much one way or the other?=A0 Any changes made on the way you lo= ad the airplane?
=A0
Any "hindsight" that you cou= ld pass on to those of use who are still building as far as the installation= ??
=A0
Thanks,
=A0
Ed Smith
Chesapeake, VA

Hi Ed,
I really don't know how the AC affected my CG because I built the airplane w= ith it in. Maybe someone who has added it and weighed the airplane before an= d after could answer that better. Using Mike C.'s weight numbers we were ver= y comfortable with the balance of the different weight units. Engine compres= sor just behind the prop, 15 lbs. The evaporator on the rear pressure bulkhe= ad, very close to the CG, additionally we had to make a cover with upholster= y to go over it. Then you get to the aft fuselage condensor/fan and ducts, w= hich I thought weighed maybe 3 or 4 lbs more than the compensator, that your= eliminate with Mike's modification that eliminates all the Bellows. Note; n= o future leaks or repairs.

My airplane is in the aft CG range and most of that was from putting that 10= lbs TCAD 9900BX in the tail along with the Stormscope stuff and the Yaw dam= per servo 3 lbs way in the back tail, AND, a big AND, is the MT 4 blade prop= up front. It is about 40 lbs lighter than the new 3 blade Hartzell with the= full feathering. That prop is 7 to 10 kts. faster but I think but mine is p= rettier. I'm already very heavy, so I don't want to add the prop weight. I d= o try to load most of the heavy things forward. Like I have a tool kit that=20= I put behind the front seat if I have a load, otherwise it is in the baggage= area. Also, I have a heavy survival pack that I am currently trying to make= the big decision as to whether to have it? or put it into smaller packs and= Velcro them to the rear of the firewall in front of the rudder pedals on th= e right side. Kind of makes since there. I also upholstered my baggage compa= rtment which is weight you could leave out. So far the aft CG hasn't caused=20= any problem and I am planing now to do a serious stall test or approach to s= tall test with a very experienced L4 test pilot in the right seat. I have st= alled two other L4's with no problem but still need to get my stall number t= o put into the SFS so it's stall warnings can be believed.

In "Hindsight" I wouldn't change a thing. We knew that everything that could= be put forward would be better CG wise, but you have to decide what trade o= ff to make. Like Charlie K. I had a hard time deciding whether to spend $20K= on the TCAD then the weight but I tell you now I love it, almost as much as= the AC.

We just flew form San Jose to Sedona at FL 230, the AC was on all the way up= to 230, then turned off with just the cabin blower running. Then on decent=20= at 14K it started to warm up, turned it on and it was on until shut down. My= wife said "Boy do I love that AC, how could you get by without it." That is= after you open the door and the heat hits you.

Bottom-line, you will be looking into AC after you get flying unless you liv= e in a cold area.

Jim Hergert=
N6XE, "An Sex Y" L4P
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