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I don't know the AOA but I would assume fairly close to Straight and Level. Its generally accepted that in a climb with the nose high that the bottom aft part of the cowl will see more pressure than in S&L. This is one thing that tends to work against cowl flaps - you open them to create a lower pressure area to draw more air through the engine compartment, but in a climb the exit area is in an area of slightly higher pressure. This sort of counteracts some of the effectiveness of a cowl flap. That is why you sometime see cowl flaps on a few of older GA aircraft on the lower side of the cowl rather than the bottom.
But, unless upside down, I would bet the top of the cowl (tractor installations) generally is a region of lower pressure.
My 0.02
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
----- Original Message ----- From: "Ernest Christley" <echristley@nc.rr.com>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Wednesday, June 07, 2006 1:17 PM
Subject: [FlyRotary] Re: RV6 pressure distribution
kenpowell@comcast.net wrote:
Bill,
The attached RV6 pressure distribution should help see 'why' a louver on the front/top of the cowl should work well.
What is the AOA for this rendering? There could be radical differences between Vx, Vy and Vne configurations.
-- ,|"|"|, Ernest Christley |
----===<{{(oQo)}}>===---- Dyke Delta Builder |
o| d |o www.ernest.isa-geek.org |
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