X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 09 Jun 2008 08:10:42 -0400 Message-ID: X-Original-Return-Path: Received: from bay0-omc2-s33.bay0.hotmail.com ([65.54.246.169] verified) by logan.com (CommuniGate Pro SMTP 5.2.3) with ESMTP id 2959291 for lml@lancaironline.net; Mon, 09 Jun 2008 00:46:49 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.54.246.169; envelope-from=gt_phantom@hotmail.com Received: from hotmail.com ([207.46.8.15]) by bay0-omc2-s33.bay0.hotmail.com with Microsoft SMTPSVC(6.0.3790.3959); Sun, 8 Jun 2008 21:46:10 -0700 Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Sun, 8 Jun 2008 21:46:10 -0700 X-Original-Message-ID: Received: from 68.211.247.20 by BAY117-DAV5.phx.gbl with DAV; Mon, 09 Jun 2008 04:46:06 +0000 X-Originating-IP: [68.211.247.20] X-Originating-Email: [gt_phantom@hotmail.com] X-Sender: gt_phantom@hotmail.com From: "GT-Phantom" X-Original-To: References: Subject: RE: Cabin air outlet X-Original-Date: Mon, 9 Jun 2008 00:46:10 -0400 X-Original-Message-ID: <004c01c8c9eb$bcbb05d0$6a01a8c0@thunderlap> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_004D_01C8C9CA.35A965D0" X-Mailer: Microsoft Office Outlook 11 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 Thread-Index: AcjJ6gEmgt5ExKuaS7uxvyoWyN2tXQAAOCtg In-Reply-To: X-OriginalArrivalTime: 09 Jun 2008 04:46:10.0601 (UTC) FILETIME=[BD088990:01C8C9EB] X-Original-Return-Path: gt_phantom@hotmail.com This is a multi-part message in MIME format. ------=_NextPart_000_004D_01C8C9CA.35A965D0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit If you are really desperate for air, you can VERY CAREFULLY have your canopy drilled for the 3" round plexiglass vents. If you want them closed in flight, just rotate them to the rear. I had this arrangement on my 235 and it worked quite nicely - even at idle on the ground it gave a good blast into the cabin, and in Atlanta summers can be brutal. At high speed cruise, suction sometimes pulled them open. I eventually drilled a small vertical hole on opposite sides of the retaining rim and ran a small dowen through them to hold the vent closed. I don't see the exact ones any more on their site, but these http://www.aircraftspruce.com/catalog/appages/koolscoop.php are similar in concept. The round ones were nice because turning them backwards insured no rain could come in the cabin at cruise. Regards, Bill _____ From: Paul Lipps [mailto:elippse@sbcglobal.net] Sent: Saturday, June 07, 2008 21:48 To: lml@lancaironline.net Subject: Cabin air outlet I have a 2 1/2" by 1" outlet just behind the canopy on the top of the fuselage. At the forward end, just behind the roll-over rib is the inlet which is a 4" square muffin fan. This fan is powered by a solar cell in the back-top of the canopy to provide airflow on the ground with the canopy closed. Since a very large portion of your body's heat rejection is in your head, it is important to have the air flow up your body and past your head. This outlet is fitted with a counter-weighted door that is flanked by triangular side plates about 1 1/2' high at the back end with turned-inward top edges to restrain the door's opening range; the door prevents rain from entering when on the ground. This opening is in a low pressure region which promotes the flow and is open during flight. If your curved-divergent submerged inlets, NACA ducts, are located above the first third of the leading edge of the wing you will have minimal flow since that is a low pressure region. To increase the flow, place toed-in triangular VGs at the forward end of the duct, about 1" long and 3/8" at the back high with their forward, pointy-ends about 3/8" apart, angled inward at about 15 deg. each. Or you can do like I did and put a 1" diameter hole at the base of your windshield and feed that into your cabin outlets. Mine, after diverging, goes into a Lancair-purchased 105 CFM blower before exhausting through large, plastic eyeball vents at the bottom of the instrument panel. I get flow through these on the ground when my fixed-pitch rpm is above 1000. I have the blower tied into a circuit that turns it on when the gear is down and the canopy is closed and a three-position switch is in AUTO. The switch also turns it OFF or ON. ------=_NextPart_000_004D_01C8C9CA.35A965D0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
If you=20 are really desperate for air, you can VERY CAREFULLY have your canopy = drilled=20 for the 3" round plexiglass vents.  If you want them closed in = flight, just=20 rotate them to the rear.
 
I had=20 this arrangement on my 235 and it worked quite nicely - even at idle on = the=20 ground it gave a good blast into the cabin, and in Atlanta summers can = be=20 brutal.
 
At=20 high speed cruise, suction sometimes pulled them open.  I = eventually=20 drilled a small vertical hole on opposite sides of the retaining rim and = ran a=20 small dowen through them to hold the vent closed.
 
I=20 don't see the exact ones any more on their site, but these http= ://www.aircraftspruce.com/catalog/appages/koolscoop.php are=20 similar in concept.  The round ones were nice because turning them=20 backwards insured no rain could come in the cabin at = cruise.
 
Regards,
 
Bill

From: Paul Lipps = [mailto:elippse@sbcglobal.net]=20
Sent: Saturday, June 07, 2008 21:48
To:=20 lml@lancaironline.net
Subject: Cabin air = outlet

I have a 2 1/2" by 1" outlet just behind the = canopy on the=20 top of the fuselage. At the forward end, just behind the roll-over rib = is the=20 inlet which is a 4" square muffin fan. This fan is powered by a solar = cell in=20 the back-top of the canopy to provide airflow on the ground with the = canopy=20 closed. Since a very large portion of your body's heat rejection is in = your=20 head, it is important to have the air flow up your body and past your = head. This=20 outlet is fitted with a counter-weighted door that is flanked by = triangular=20 side plates about 1 1/2' high at the back end with turned-inward=20 top edges to restrain the door's opening range; the door prevents = rain from=20 entering when on the ground. This opening is in a low pressure region = which=20 promotes the flow and is open during flight.
    If your curved-divergent = submerged=20 inlets, NACA ducts, are located above the first third of the leading = edge of the=20 wing you will have minimal flow since that is a low pressure region. To = increase=20 the flow, place toed-in triangular VGs at the forward end of the duct, = about 1"=20 long and 3/8" at the back high with their forward, pointy-ends = about 3/8"=20 apart, angled inward at about 15 deg. each. Or you can do like I did and = put a=20 1" diameter hole at the base of your windshield and feed that into your = cabin=20 outlets. Mine, after diverging, goes into a Lancair-purchased = 105 CFM=20 blower before exhausting through large, plastic eyeball vents at the = bottom of=20 the instrument panel. I get flow through these on the ground when my = fixed-pitch=20 rpm is above 1000. I have the blower tied into a circuit that turns it = on when=20 the gear is down and the canopy is closed and a three-position switch is = in=20 AUTO. The switch also turns it OFF or ON.
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