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teledynmcs(at)aol.com
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 Posted: Fri Dec 18, 2009 4:48 am Post subject: Vents |
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Hi Guys,
Regarding ventilation, I installed both the Ultimate Ventilators and a starboard side NACA vent in the vertical that feeds 3 overhead eyeball vents. The key to getting the NACA vent to supply enough air to the eyeballs is to provide a place for the incoming cockpit air to escape. If you don't do this the cockpit pressurizes and you won't get much airflow. Without a place for the air to escape, the faster you go the less air comes in. It doesn't take much to pressurization to override the intake pressure of the NACA vent.
I installed a plastic vent grille in the bottom center of the baggage bay "D" access panel. The grille was found here: http://www.rockler.com/product.cfm?page=5228 and is P/N 32057 shown on this page. It's more or less oval in shape, very lightweight, and looks nice when installed. At cruise speeds my eyeball vents provide at least as much air as you would experience from a typical airliner eyeball vent. A small piece of zigzag trip tape in front of the NACA vent also helps considerably to increase the amount of air that enters the NACA vent. Zigzag is available here: http://wingsandwheels.com/page29.htm
I installed the Ultimate Ventilators below the instrument panel, about knee level, on either side using the hole left where my lower half of the fuselage was mounted in the cradle during construction. These provide a very nice blast of air, even on the ground, that can be directed somewhat up and down, depending on how much they are open. No need for trip tape on these, though. They allow plenty of air in, no zigzag is necessary.
It gets hot and sticky here in SE Tennessee in the summertime and highly recommend both of these methods to provide creature comfort.
Hope it helps!
Regards,
John Lawton
Whitwell, TN (TN89)
N245E - Flying
[quote][b]
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frans(at)paardnatuurlijk.
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| Posted: Fri Dec 18, 2009 5:56 am Post subject: Vents |
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teledynmcs(at)aol.com wrote:
| Quote: | The key to getting the NACA vent to supply enough air to the eyeballs is to
provide a place for the incoming cockpit air to escape.
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Oh yes, I forgot that in my previous mail. I have made an outlet in the
D-panel, attached to a scat tube that runs to the tail, and exits in the
sternpost. According to some reports this is quite a low pessure area,
because the air is drawn out via the gap between rudder and sternpost.
I wonder BTW how much you can pressurize the cabin with inlet vents and
closed oulets. Anyone ever tried to measure the difference in static
pressure inside the cabin and on the static tube? This would allow one
to fly a little bit higher without oxygen supply. 
Frans
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air.guerner(at)orange.fr
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| Posted: Sat Dec 19, 2009 2:54 am Post subject: Vents |
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John and Frans,
On my aircraft (monowheel) the Naca vents are effective without an especially designed output. Experiments clearly show that the air is escaping through the gear/flaps control level slot. How is it on trigears? I do not know.
Moreover, I do not like the idea of sucking too much air from the cockpit so that cockpit pressure is below ambiant pressure as this will favor any carbon monoxide/exhaust gases in the vicinity to enter the cockpit. This is especially critical on the Europa as the configuration of the firewall makes it very difficult to seal it completely.
Remi Guerner
F-PGKL
<<<<<<<<<<The key to getting the NACA vent to supply enough air to the eyeballs is to
| Quote: | provide a place for the incoming cockpit air to escape.
Oh yes, I forgot that in my previous mail. I have made an outlet in the
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D-panel, attached to a scat tube that runs to the tail, >>>>>>>>>>>
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TELEDYNMCS(at)aol.com
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| Posted: Sun Dec 20, 2009 5:53 am Post subject: vents |
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In a message dated 12/20/2009 3:10:30 A.M. Eastern Standard Time, europa-list(at)matronics.com writes:
| Quote: | Experiments clearly show that the air is
escaping through the gear/flaps control level slot. How is it on
trigears? I do not know. |
Hi Remi,
There is no gear/flap control lever slot for the air to escape on a trigear, so it's not going out there. I can feel a slight air movement coming in at the holes for the seat belt attachments, though. I don't notice any air coming through or exiting my throttle slot or finger brake slots.
I'm currently devising a method of closing off the flap tube slots in the fuselage when the flaps are up. That would leave the trim drive slots at the rear as the only place for the air to escape.
Based on what I've seen on many racing gliders, this rear area is the best spot for the cockpit air to be exhausted for drag reduction. The claim is cockpit air moving back through the fuselage causes drag. Many of the hot dog glider racers will modify their gliders so that all the incoming cockpit air is captured and ducted with SCEET through the tail boom to the rear, usually exhausted at the rudder cable exit holes. I have seen one Aeronautical Engineer/glider racer pilot/US Team Member who fabricated slots at the root trailing edge of the wing and ducted the air to this area for discharge. Not sure if it does enough to be noticed, but I thought it was an interesting concept. Then again, contest class gliders are very evenly matched so that it is as close to pilot skill vs. pilot skill as it can be. The gliders are built to very specific design guidelines and they are weighed with the pilot in a flight ready condition just prior to the race. In some incidences water ballast is used to even things up. A few little tricks like this might give someone a slight edge, especially at high speeds. In races where the lift conditions are good throughout the course there is rarely more than 10-15 seconds time difference between first and fifth place finishers over a 150 mile course.
Regards,
John Lawton
Whitwell, TN (TN89)
N245E - Flying
[quote][b]
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