![]() ![]() If you click on my photo file in the signature below, you will see many photos of my first install over 5 years ago. ![]() With the standard install, the goal is to get the output of the Evaporator and some how force all the air into the roof console. His new ducting would be a large improvement over my first home built system I installed over 5 years ago. I know that Bill is also designing an improved air delivery system for those builders that still want to retain the standard roof console delivery. I will be at Osh this year if anyone wants to chat more about this system. This is the first light aircraft system where I find myself reaching to turn down the A/C during summer !! The only challenge has been that for standard ops, the rear pax may need a scarf and beanie. ( this is the air the rebounds back to the Pilot and Co-Pilot. Flow is 6.8 M/Sec 16.2 deg CĪt the front panel, the air flow has slowed and spread out, the flow is approx 18" wide and 8" deep, flowing at 2.26 M/Sec 17.8 deg C. The air flow at the rear seat station is approx 12 " wide and 4" deep, high against the roof console. This is the Outlet temp and airflow idling on the ground. This day is on the ground with 28 deg C OAT, more later )įlight testing at summer OAT's have proved that there is a marked increase in air delivery and cabin comfort with the pilot and co-pilot getting instant relief once the A/C is turned on. ( there is more ongoing work being done in this area to completly isolate the lower cowl. Jason is to be applauded for his vision with this aircraft, a summary of great choices that has resulted in another wonderful RV-10. The finished aircraft and results were outstanding! The intake ramp was modified and the removable rubber transitions were added. Spacing the A/C compressor outwards by 7/16? and using the new longer idler arm meant a new longer belt was required and a relief cut into the lower cowl. ![]() Bill at Airflow Systems said he will be adding the required extensions and spacers to those builders who require them. New Idler extensions and compressor spacers were made. my total system including Compressor was 23 kg so VH-BKK is 21 1/2 kg)Ī lot of work was put into lowering the compressor into the cowl to make the L/H Cowl intake as unrestricted as possible. (This unit is 1 ? kg lighter than my unit. The net result is that the cabin air is circulated at a very high rate with each cycle getting cooler. I originally tried only two intakes but still found a drop in RPM so a third was added. With the A/C unit now reversed I needed to design an effective intake air system. While testing the massive 300 cfm Evap unit that Airflow Systems sells, I found that by reversing the delivery unit and letting the Scroll fan blow straight in the cabin, angled up,it deliverers a MASSIVE amount of air at a good velocity along the roof of the aircraft where it hits the windscreen and then flows down over the body of the Pilot and Co-Pilot. We tried many options to increase airflow delivery, external ducting, side vents and Axial boost fans but what we stumbled across was the old axiom that simpler is nearly always better. In my own aircraft I added a 4? Axial fan to pressurise the delivery at 2 psi, this has helped a lot however at the cost of more weight and power requirements. What works extremely well with Ram Air over 160 knts ,does not work well with a scroll fan that most A/C units use. I already have an Air Flow Systems A/C in my own aircraft and although it works well, the Aerosport Roof Console has been the largest stumbling block with free air delivery being heavily restricted by the rear bulk head and the vent system. Jason lives and operates in Central Australia and the brief was to install the most effective A/C unit we could. I was approached by RV-1O Builder Jason Merritt to assist with the installation of his Air-Con unit. With AirFlow Systems Light Aircraft Air-Conditioning ![]()
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |