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MAX Air-Con Cooling, Airflow Systems

Dustyone

Well Known Member
MAX A/C Cooling
with AirFlow Systems Light Aircraft Air-Conditioning

I was approached by RV-1O Builder Jason Merritt to assist with the installation of his Air-Con unit.
Jason lives and operates in Central Australia and the brief was to install the most effective A/C unit we could.

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 . What works extremely well with Ram Air @ over 160 knts ,does not work well with a scroll fan that most A/C units use.
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.

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.

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.

So, Introducing VH-BKK

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With the A/C unit now reversed I needed to design an effective intake air system. I originally tried only two intakes but still found a drop in RPM so a third was added.
The net result is that the cabin air is circulated at a very high rate with each cycle getting cooler.

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(This unit is 1 ? kg lighter than my unit. my total system including Compressor was 23 kg so VH-BKK is 21 1/2 kg)

A lot of work was put into lowering the compressor into the cowl to make the L/H Cowl intake as unrestricted as possible. New Idler extensions and compressor spacers were made. Bill at Airflow Systems said he will be adding the required extensions and spacers to those builders who require them.

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.

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Before Lowering Compressor ...
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....and the new Compressor location.
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The intake ramp was modified and the removable rubber transitions were added.

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continued.......
 
The finished aircraft and results were outstanding!

Jason is to be applauded for his vision with this aircraft, a summary of great choices that has resulted in another wonderful RV-10.

Finished interior.....
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Finished Cowl.....
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Finished intake ramp....
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( there is more ongoing work being done in this area to completly isolate the lower cowl. more later )
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Flight 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.

This day is on the ground with 28 deg C OAT,
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This is the Outlet temp and airflow idling on the ground. 7.08 M/sec @ 5.3 Deg C

90smH9U54O1I71I1PSnRQMnEHHzzSE1TdIbamxYr3pPtSw4L8M9XIOnmFpzVshc1jor0IYjjIlDdMaZimX5SSN8P_-e9t6wMRSyt-4k_DrjhUOgjcqO2ExRgBCvoHSv3W6fuZPca46P_ElyApfmGAgksqARow3vR92T4qUiVrEdfHpp4DeMaAkt8B_lx0WEeYkRVq6CKLLUtwADXwQ45GkSFT7eYilZWIikZfnhaCI0-1orQGe5vX8hDhBORfUQjVjErnm1Dyf1quLTIya7WjDhzrjDnN4cbord-pxiFwaC_d5yngDFp7MFiZpIkBl-GreEixIcd2QxJvkq5Mt3AVIAOEiUgS5PGNyCmw9tn6xEpWajLuxG1kicOUUGpu6VcetDD6ExAnJ8GGyTOU9Yx1bgJdP4ymY-CLYJo4ht0071iL-Y4rXiabGKgXondGNSlN1GBJ5-ehGVoqc5Ci_ckvHPDsvgy2JEm1u53Yy5I_my98qmh99bGAVsTjXFg7QHzJnM5U-uxoQlzez_ZN-AZIZB0fz0TwMfbGTFyxNK_vLWAmzWsVAeaW5TO4fYHEFBn1yuzibMxbBuXbdZdXA97NmVMHui7h_pC9rrbG6NydFoW0n1LBCIZ-RUUZ580Og9n9CugH9K2yCFQT1scG4o8HRzDcnpH_XCom-YJqTWwsHBMf4Wv2XiahawQx_t-RX4NqwzKiwEqHPM3wScDunVvlpYrkQ=w499-h664-no


The air flow at the rear seat station is approx 12 " wide and 4" deep, high against the roof console. Flow is 6.8 M/Sec @ 16.2 deg C

I5kXM6yhZXJM_Z3iD95QBIaW-1jERs9gdcplUzHNYwpte3Mz1D-zNKyO7-_QpfgTtsuw7dBjlNRknPD6es1Gc7UEuOZLJQ_WOhbjOs0F-Inx2AHEa08N9OscPOeMiO61fUa37ZLoY8q6HBmArIq0k1XdLTZJjenoKkXKavRuex9sLjWM_Wfp_pMpisIbh0o9qSZfaFFQQaZ2AZ05TzIoc0tKhT587hAkr2Q0bBzhgZdm6MOpX5l5bqiE6i-gQOwawPG4jBADLfnuvLxPomS5-uWODuXgOuBRbbjECzauK71OzoGBYb7xT9wkr_7k18mlppcIqvslyiooch5gApfxl89qgxGJjyRCzOFqsEQX_53rlCwytVhXPIgjg524d0KvpDEBOLAPD-5qv27reAUNsleRLEo73HtfVa471WYrYVb4dqz64OeDCstL089sJ_8OD3HQul2OQbSnm139c6k5nFxHNDReiFwtHLN-QqtcWr9UvZeN5sinauVonuMSq6uXIZykzbDMtFU1RxF6ACimviw6Dbe_mMCuFx-b3_Mh6U9gU749iv1tFhaMFx_bRj2_v-1rDIFpj5IGZnSPx0sgerAWQDC9ZfPgN74UBEc4EqR_gyzT4dNjB2-tLhNRqyydaj-LcJTNEp3I_nB8DA6n5HE-2e4FqUElud5HotNaXUj7e_87ZQevheFRZRxa3Ss9y6DfwQS-cOjwg2_3_LIfzm1Jbg=w499-h664-no


At 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.
( this is the air the rebounds back to the Pilot and Co-Pilot. )

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 .

KCIeplOZwMzXTtDGvg7Fasp7I71r8lnT8R-zt7Cs6NvmPpDiS7O_vFqP-s2hEZEleXDvLUmz6HWAnVPcB188p7B7P-FGPiXRZGIUf8bNv8rTetVxyfrJOx2Es1T22r-sdMvhcBMGkdYMxSZ4yMBXIRBs-CLvlJMZlVVN5qrbtBAzJVVs-YSICZ_yKcVJ3mS98N973xvg4hndr_v5RfVIm0zRNqerRuy-zQofNgjlHvFvN6-sQmqle_VSOWen2zbUvcbFt_NEFcHxK8OCdzV0wUqfRdRbGyNgQhbrBiamOZl71QmAjWP4DGmvfgZ9-QCVR_an18RXlhYokPft8R1dmlphtDK8-hcZcuIMbRKTFyOn4LEEocAspaF8dAT5wwaCjtWq4iwpqXKbr66WVLc8_yYtQ4FPecKbF-mienHTDuLd_0jrUpbu8xFV6wUSZy8iqouVWSwEimPvQEq28QDKH1fyDNqwKRer9nbpKHniGI860i9Urzx4LyOkBIMi5lNYLS-nQgURCBKR_MdCs_uLEQzNM-rRwx3LxmCuQLBF83aBapxfmbUtcuuYO3id60agT6PxuT39NMR2MGx2OVApqmIh-8uNoq_TZbTqjvrWRDk2OjwsHR4QhRqUYOONG5gCxE90Funxi8wfPvzG18EvojLspvGy6xWsG0bbO8TdJZ0blohTpsfNhZYGsWKYZS4QyTVWFMw99JRKeLcByU6oe3tOUQ=w885-h664-no


I will be at Osh this year if anyone wants to chat more about this system.

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.
His new ducting would be a large improvement over my first home built system I installed over 5 years ago.
 
Thanks for the detailed write up. That's a beautiful installation! The temperature was 44 C here in Phoenix yesterday, so I always appreciate seeing how others beat the heat.
 
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Hey Karl,

That is nearly Aussie Temps :)

Last year I departed Mt Isa in Central Australia it was 43 deg C on the ground .
It was still 30 deg C as we past 6000 ft !

Bill's A/C will always take off approx 15 degrees C from what ever OAT I see.

Love having an A/C aircraft !
 
Nice work.

Hi Ashley,
Very impressed with your install.

I am contemplating an installation as well and I wanted to understand more about a paragraph in your explanation. Can you expand on your statement about reversing the delivery unit?

“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.”

If you can explain what the difference is from a normal “stock” installation, I would appreciate it.

Thank you!
 
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I?m wondering what kind of reinforcement there is on the aft side of the aft baggage wall - considering that Vans says that they are structural.
 
Hi Gavin,

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.

If you click on my photo file in the signature below, you will see many photos of my first install over 5 years ago.

Y75WuyAarQV1O6PyP7bR3ADeDpXH8ASmy4ixGiI7WRwhUXnyOVM2T9lAGkRNdUVHwD_f8ZSRLTgZmuHClQl8eKO5m3HwOKBbBiXZ17C6vxNIWiJfkK1q7K5VzH3WQ8dmAbGPyfSW2N-PJ_3os1Rx-h86nuFFooIDF_a9y32tlKb716Rlar9krla2IYopCMfaipvRaPm2xRUkN938yCKBL42aKggd0yF6wwupJRD5nSCwTaGayPQzxUG10Jih6sjTNxR0-qJ6t2eHcKpdznSnrV8kRcjGiLtVLzxVxwFwQc5VBi2CsdZmU_fd1WCvPpUwO8MTSPkQsfBmbPrTTfrFJZsRHYqAhT8FmgyVzIvalk_z6Y6jvf5aWNATU7GS_e3g0esBahCXakjiTPb3I3Ni5n6J6K6tGOuUJirLJoEi48xpMn25GEJF_ySxIOQ0uEH-M4AxZ161f7t0125b8zymhhTfdK8o569Fv8kvc9bbzLlybPJdBrQyRghL0PgOz-KNN2yeJ6obwE2D6RnqqwXYHUandKcopGZ1K1bXmrTFRdKSSFA49jDTFEBK1_aK0SNYocpquLZRuUva04_TOalMoezKSVdd4ZUv3suB1TR2mT0zQ1jYq5Rk1DeQI-MGKLccF4naVchjyF3AaE76KJS5rO8CkDHLCECQScWmOIOniD1FKt2T5sJZhNaU7G7-S7IRRugBdaNjvqRU5LU5Qfjnm8p8=w885-h664-no


In the above photo you can see the Evap intake on the left and the output on the right. The hose outlets connect to the roof console bulkhead pass-through.

When I say the Evap is reversed, it is simply turned around so that there are no restrictions from connections to the roof console and the MAX out put of the Evap floods the cabin.
The performance of the evap can be reduced if there is any restriction to the Evap intake. To that end , I tried only two air intakes but found 3 was needed. The results were that the cabin air is cycled much faster and the net cooling effect for the paxs is greatly increased.

The Roof Console is the biggest restriction in the A/C, in my aircraft I have 8 vents and two rear mounted cabin flood vents,it works very well however , where this customer operates it is very HOT most of the time and he wanted more than my install delivered.

The FLIR camera showed me a lot of where all the cold air was blocked,

RoXOB9v0HRJCpIX7eEkREiqmJ_KKJclu5Tpws20cD5PGCfmi59AJJWzK3OjLVw7_udufFzbVJfFClYvT9Eeh3Z1Tw3T2GHkNlaxADPdLqXJdZP2S1-WVerR0YLzxG9K9k-tUdqfTq_bepnGs41pEWdtEhkMgjNmCbw_kOfzHP76x-MWO3O8d5vbqQ4sjNouvMX53BaNvdv8JmXpdYpYeNvdCeQ0L-f7nUn7ZBdF5ahILBdBgDmZ88cT9gyI9pJlyQzjoGNANG6w4Mi9bIk9cNMn8FxPtKBZ22MoGBLzP9sKav-5MiaINmVUB02vikG97_Lvk28xzLNw75zeMVBbBg0TXgv8IFoUUwlJetXq5sl6t25QWkznVr6Zse7vk881pBxhyzZmxqzfvb-znXZi_nIYsWt4-uwbgozDmDIH8etEKHP8oMcQ1oWSuvARNNftq24K1OC6aDDcG_Ghdnl4sG1i5kym9DalTxOLBUwZ3xqbT9MkjuZqWD-XLZxTsuJjUtUVRh1AohMVrQGi27f4r9l7LBZOyexnqCPdn9WPUIM3M10Z_NPbM-alsg7x9i0AM8txvauzBpxDP4cFEs0nFbbl5Lajz3v-CSFKklD5jgmh_oMxnZK8JxA6s_OyktMY1ju9aFwtmlODSEl1hnHBUOvqV-wCgnUVXodi0V9YKVXn4dQa7BVKjflTZixX1brD3FWA5Jx8kr6B-tBdSxM5FbIHlhQ=w640-h480-no


I hope that helps,
 
Hi Bob,

"I?m wondering what kind of reinforcement there is on the aft side of the aft baggage wall"

The top half was replaced with a .063 plate and any cut was reinforced with correct doublers etc.
D1-xwYgdMjIA2r5dV9Rqj_tmEINnSYUYIFfcXm8pdUTR3-Oiuf8F1ScpBXkKu5KV0ZNcFKqGVm2zgbZc-xMUuTg-TXDwL4ckbyT4Je0SoYd39jfDSCKKlg7u6hltYsfg4M7YayfvCB2Tf4OAPcGnA9zIXYI8vLQp0cXqdkgOMhIMzthnZ-bZVCDTb42xCryG8oYkYHmspf3_IzfJ3p6ZPjd4QjZLyBcGtyF4mLAJq9HIASUKPJcnYklI5PimGpYLz2j_huN7vnNly1Agk_V2AR7yd8B9Bz8uABDzeojcNrQVAEl0K6UsVaHBDa71HQfxbx0RCJsPgraDKvDIBhjYzsAn8sAu6M0GWTUz6L5E78k1g91JMu6RLqSps6ShAdtG_BjjnDdch4haBEZ51UQZ5HvraPLaCmfAIba5r1EOtq8pl9soVRVRN2iymUAUcv1HDZHuRXb-HNjdqTFIRliJMnrdfZCTrf6h3DyHvLpGLNlDKKSUK8ASv4Sx_JRM3GCyOxiifPDgLpgd_evnDzY0pRhr53C3Z9x67hHggvUbbTtBPX6FF4q3Js5FNZvdebqdHC26vTrAuP2oLuj3JpeD5rlsaMA7kwWLD_3s-iIhYnEPUukQWR0kKVzs2FdxQz3WGQHvDl4O83lYfWEjNLNrDnCXMaKG3nJy4PirRSdpBsbez6L1OxRjMyfoHjqBuj8qF7o0NZI4mPZR-RaTZ9_6fCyaGA=w499-h664-no


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Ashley,
Thank you for the explanation. That was very clear. I appreciate not only the clear explanation, but that you also took the time to post your test results with instrumentation. I appreciate it.
 
Very nice work

I'm installing Bill's system in my RV-10 and will benefit from the work you have done. Much appreciated!

One question - I am also planning to install the Aerosport NACA vent valve controller and ideally be able to use either conditioned air and/or outside ram air. Is this the way you have installed your system or do you only use conditioned air?
 
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Hi Krea,

On my own Aircraft, I have installed the Aerosport NACA vent valve controller,
and I like and use it a lot.
If the A/C is going through the roof console,it is required as once past ,say, 5000ft, I would turn off the A/C and turn on the fresh air via the Aerosport controller.

On BKK, being a brand new install, and with the decision not to use the Roof Console , we have relied upon the roof vents to seal, they do a pretty good job at sealing the ram air, however, if a better seal was required then the Aerosport NACA Vent Controller would be installed.

Cheers
 
Thanks for the reply!

So if I understand correctly - you have installed NACA vents and are feeding ram air to the overhead console?

Additionally, you have the Aussie version of Bill's A/C installed with the modified ducting and vents located only on the bulkhead?
 
On my install from 5 years ago, correct,
Aussie EVAP,

FV-QPndPs7MQSSmsulBS8x3k93OEeBYp9dz6hMPDwpkxyd3oKiBDU__Cz6z9qRhI5s3oj-UjE5Ab_gf2aPTiDZN9rUZEvePhYQWbfTxZMKpAHsT1qL3LaNXBjujDewDXrfx9vrmdNujNFsrbNM1bVazMFFsRHGTqRWK3yI64Kgu5bUr0ZQeAQFcFySYGxQooLztKJEwN2-XhatUXyhi0VddgM276Aftrwo2C3L5EPKxzy8Mi0RuDvj27kp7eB5NScsxYUNOnH1D2NE9yf5QXYcH8TYInwVxaLVe73bfa4Kp1esQtFqjprQwJzwHYOFEEHIH4gQA4TxwjFG8PoheHJqNPbzdDnM-91TrsUc-hHEBy4BftzqtgdhnSHZO781Np97ePzV7ibfNBDebISYou9vM92oUhAFYFC94rCtxf73Y6ZaUoV6fy939eVf3BUoKA6tdio9sIsB97aBPqT2i_EflzxKfduJItSwEYf90oF3DqjYaQmcKTAskN9Fro7Ht3nV3VBKbjZdYiB3evEiw1wvLQQ7Wchz4uWD01MIWxPO-gkrkkUIxxd4h5BonlBiU1LAkryVU1aKm4V9YfCLgonfqXr03gfNor7FrRf0HGB8wBHN2sy0hG0ZECiRV5MmuCIiAztWOm5lqB_SOhMHwQbf40-Yc1fY1dN0MSW8U-YHOEnf7pqGRdlRF_lRd55_OhKJFFUpP5Szc9lJll3Z8w4Nkh=w885-h664-no


on VH-BKK , no, relieing on the vents in roof console to seal.

Cheers,
 


This is how I covered the A/C belt. Had to relocate the heat cuff intake a little bit. A couple of folks said that I would be starving that side for intake air. Quite the opposite, that side runs a bit cooler on average than the other side. My guess is that it accelerates the intake air like a Venturi.
 
airflow-systems

I developed a new duct system for the airflow-systems air conditioning. Bill, at Airflow, is now in production of the new ducts. This system allows you to select sending the air to the overhead duct, flood vents on the back bulkhead or both. I just got back from a trip to Florida and this system was a real life saver. For one it allowed me to sit on the hot ramp with the air conditioning running and program my EFIS flight plan.

new_ducts.html


If image doesn't show in post, use this link:
http://nwacaptain.com/new_ducts.html
 
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Thank you!

I developed a new duct system for the airflow-systems air conditioning. Bill, at Airflow, is now in production of the new ducts. This system allows you to select sending the air to the overhead duct, flood vents on the back bulkhead or both. I just got back from a trip to Florida and this system was a real life saver. For one it allowed me to sit on the hot ramp with the air conditioning running and program my EFIS flight plan.

new_ducts.html


If image doesn't show in post, use this link:
http://nwacaptain.com/new_ducts.html

I for one, greatly appreciate the work you and Bill did. I?m looking forward to receiving the new duct system and getting it installed on our RV-10 under construction.
 
I for one, greatly appreciate the work you and Bill did. I?m looking forward to receiving the new duct system and getting it installed on our RV-10 under construction.

As do I! I can vouch for the new set up, as Greg and I installed the evaporator in the picture into my plane last week. It?s a snug fit but Greg did a fantastic job in designing for the spacing considerations.

I wired my axial fan off the ?high? setting. Mainly because I didn?t want to run a wire in my already crowed conduits. There?s also a flapper valve that you can install that will allow you to adjust the cabin flood air in flight. If I was installing this on a new build I would run the extra wires for both the flapper and the axial fan. Might do that later....

Right now working with Bill on the return air transition pieces and the flood vents that should give a clean look to everything and further improve installation ease. Will post pictures when that all gets worked out.
 
//I wired my axial fan off the ?high? setting//

I would caution against that for several reasons.

1. The fan air is the least cool at the high setting.
2. The force of the air can be so strong that it breaks squelch on pax, especially in the back seat, that don?t realize that its the air on their mic causing the noise.
3. On high the motor swings my magnetometer a couple of degrees. Lower it does not. (Obviously not applicable to all installs).
4. Once you?re in cruise and nicely chilled it is nice to turn off the compressor and just enjoy the quiet gentle breeze of low fan.
5. My backup alternator can run everything including A/C, but at high there is battery draw that at medium, there is not.
 
All good info guys, thanks much. The improvements you and Bill have developed will make for a much cleaner and effective installation.

I like the look of the Aerosport carbon overhead, but I understand the airflow limitations it creates. It will be great to be able to maximize cooling flow to the cabin as well as use outside air when appropriate.
 
//I wired my axial fan off the ?high? setting//

I would caution against that for several reasons.

May have misinterpreted me. I still have off - low - med - high settings, however when I have it on 'high' the axial fan will kick on as well. This increases the velocity through my overhead vents. This would typically be used on start up and ground operations. In flight I suspect that I'll be on the low/med setting a majority of the time.
 
My apologies for misunderstanding. Note to self, stop multitasking.

One thing I don?t understand that has been a recurring theme. People keep saying that the Aerosport overhead has low airflow. I have it along with four Stein vents. I even insulated the bottom of the top canopy. I am very happy with the airflow. Even with all four vents open, there is almost too much, so we rarely operate on high. I guess it all depends upon the transition between the blower and the console.
 
Glad to see this thread. I am installing Bills Rv10 system in my IAR823 which is similar to the Rv10 in many ways (it flies, has gullwing doors and a Lycoming). Since the plane is 28v he had to devise a different version of his "Aussie Evaporator" (now I know where the name came from).

I am lucky in the 823 that a 3" x 9" channel already existed in the overhead which I am cleaning up and insulating as supply for the pilots seats.

Question: My Evap motor is going to sit about 6" from the GPS Antennae and 18" from the top Comm antenna.. Anyone had issue with that evap motor causing comm or gps problems?

Back to the AC... I bought a 28v 3" axial fan as booster to try if the flow isn't what I dream it will be.

PS1: I found one of the ATCO hose crimpers on OfferUp for $100 bucks which has made my own hose creation a breeze.
PS2: Gotta find some insulation material for the interior of the AC duct to block skin heat
 
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My evaporator is probably about 6" from two of my GPS antennas and I have no issues. My comm and magnometer is maybe 2' or so and I don't seem to have any issues with those either.
 
My evaporator is probably about 6" from two of my GPS antennas and I have no issues. My comm and magnometer is maybe 2' or so and I don't seem to have any issues with those either.

Thank you! That is reassuring.

I am also thinking of extending the service ports to be a convenient location like the aft cockpit bulkhead so I can at least hook up with ease.

In fact my uber-cool idea was to use 500psi transducers on each line and wire it into the G3X to be able to have a real time display of the pressures at all times. But maybe that is too techy...? Don't need no gauges
 
Thank you! That is reassuring.

I am also thinking of extending the service ports to be a convenient location like the aft cockpit bulkhead so I can at least hook up with ease.

In fact my uber-cool idea was to use 500psi transducers on each line and wire it into the G3X to be able to have a real time display of the pressures at all times. But maybe that is too techy...? Don't need no gauges

Your idea is great (well, because it works well for me!), but I'd use a refrigerant pressure sensor instead of a generic transducer.

Use this sensor: https://www.amazon.com/ACDelco-15-51342-Equipment-Conditioning-Refrigerant/dp/B01E6HCV7W/ It's a 5V sensor, so you can use the 5V source power from the G3X.

And the mating connector (which is the same as the Kavlico sensors for EIS use): https://www.bmotorsports.com/shop/product_info.php/products_id/2219

And for the port to be brazed into your lines to hold the sensor: https://www.autoacfittings.com/R134a-Switch-Port-Aluminum-4063.htm and the Schrader valve for that port (that lets you r&r the sensor without losing refrigerant): https://www.autoacfittings.com/Valve-Core-Standard-Flow-4025.htm

You could use a 2nd one of those pressure sensors for the low side too, but an evap outlet temp sensor is easier to interpret (in flight at least).

A4BvHC3UyrGM12yiCAGpoSGo0S2ZuuXU1y-VzEC1jlviN065VVodk2tDsWlY_RlEuwghizoryiHtruusMz2GovGeLJcp1g4F0f5EHlSeDO5Moa11WH7p0_qc8QsbPWtiqs84nbZuPxPEzScRZ4fv1NKsACR3zQKwG0GiHYygqrBVYxIIbDnHI8Z2SxFij7Qq4WfINBPC4tU_2dzRqTIOJnGm-wpAnu6zX_GUACzY6xWk1-P2HXUwGY8Ar26mMMvDOusolcwiKKstGh0h_xnd5DFWvFB7Kpd_11dDjDGo40RCiKyVSt2rwPZKr4CH6sQgMa5eZ94hNJPe6Cy2ztcMtrllVdqlgnB4zotlEr_SwlxpAJVnkRs6eN6RggfsmLt_daCCheXnR-TCvVoegcK7PxToDaD7vmq4LatVFAvQ3DXWD91oRk_PJD5-vmxBM0qsgqZ-DIoVxujub8l2f7oBROIhSTH0ZgxF9eMjYqcIneFI130KOzDFI95hH5BJRvAWwqirag7FwhljA0P-Zv5wMFO4zm_AjD1v6Z8xSHggEQX3C_GDTDSunAIwhypgyAc2_NQ8qbtqxTExuHQ_ecmVj9x4W2FNub7X2diH-AQNn2M_E1r-mwikWHFFQ8QE4UkRcejjYi2aB4qg4kVVdfYpyDXBGGHUIOl6qwUEgRFTF37cjpi-HpygGQ=w800-h600-no
 
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Wow,

Nice work on the sensors and display,

I had always thought of using a spare OAT sensor for the Evap temp,but adding in the pressure sensor tells the whole story.
 
You nailed it. That’s awesome.
Is it useful? Or just data? This may creep my build afterall.
I keep trying to stop the creep but it is tough.

It’s so hard to want a project done, but know that now is the time to make it cool. I admire the patience of you builders.


Edit: Curses!! I’m in. Ordered the parts. I guess you could literally charge the system with the G3x as the “gauges”? My harness maker (Vietnamese) is going to kill me: WHY YOU NOT TELL ME BE4 I CLOSE HARNESS!

The next leap is measuring superheat and adding a digital expansion valve.
T
 
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.....Is it useful? Or just data? ....

I'm using the data for system development, so for me it IS useful. As from an operational standpoint, knowing the hi-side pressure is interesting as you could regulate it somewhat by varying your idle speed. Higher RPM=lower pressure as the prop blast helps cool the condenser, on the ground at least. You could also use that data to do some system optimization by closing off inlet/exhaust area to get less drag from the condenser (that is, IF the pressure tends to run low).

Knowing the evap outlet air temp is interesting to show your passengers how great your investment in AC is working out relative to OAT...

.....I guess you could literally charge the system with the G3x as the “gauges”? ...........

Well, that's probably wasted effort. You'll have a manifold/gauge set on the airplane to charge the system anyway, so all the pressures are available there.

.....The next leap is measuring superheat and adding a digital expansion valve.
T

Actually, a TXV's main job is to regulate superheat, so no real need to measure that. Besides, you have to do some arithmetic to actually see what the superheat value is (subtract the evap saturated inlet temperature from the outlet temp to arrive at SH, and not sure you can display that on a G3X).

A far more important thing to know is condenser subcooling (at least in a TXV system). That's the best way to determine if refrigerant level is correct. But, again you have to do some math to arrive at that number (saturated condensing temperature - condenser outlet temp).
 
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Very cool. My hero.
I've ordered all the thermocouples and wiring.
I am also making a remote manifold assembly for the Hi and Lo lines so they can be charged in the cockpit without any disassembly.

Plan is to modify a splice T fitting where the T will go to the service port at the end of a short hose run from both high and low sides, and also have the welded in bung for sensors pick off at that area also.

I can't see any harm in extending the high/low service ports 18-24" to a convenient place?

I have my own ATCO crimper so the fittings are a snap to squeeze. Best $100 Craigslist find so far.

Might have more questions for you as I press along.
 
\
Redacted

Use this sensor: https://www.amazon.com/ACDelco-15-51342-Equipment-Conditioning-Refrigerant/dp/B01E6HCV7W/ It's a 5V sensor, so you can use the 5V source power from the G3X.

And for the port to be brazed into your lines to hold the sensor: https://www.autoacfittings.com/R134a-Switch-Port-Aluminum-4063.htm and the Schrader valve for that port (that lets you r&r the sensor without losing refrigerant): https://www.autoacfittings.com/Valve-Core-Standard-Flow-4025.htm

Redacted
There goes an o-ring in between the sensor and the fitting, yes?
My sensors came without.
 
There goes an o-ring in between the sensor and the fitting, yes?
My sensors came without.

Yes, there's an O-ring that fits in the smooth area below the threads of the adapter. This kit should have what you need: https://www.amazon.com/26729-Ring-Gasket-Conditioning-System/dp/B000C2M8Q0/ or this one which has much more than you'd ever need: https://www.amazon.com/Glarks-Vehicle-Conditioning-Compressor-Assortment/dp/B0753BPWW6/

I looked around for a specific O-ring just for that and came up empty-handed. GM parts lists don't show the O-ring for some reason.
 
You don?t happen to recall which evap temp sensor you used do you?

And
Was there any struggle getting all the sensor readings mapped to that one Aux page?

I have all the pressure transducers and we ran the extra wires last night.
 
You don?t happen to recall which evap temp sensor you used do you?

And
Was there any struggle getting all the sensor readings mapped to that one Aux page?

I have all the pressure transducers and we ran the extra wires last night.

I used a Honda evap temp sensor which I got cheap on ebay. It's a 10k thermistor tied into my custom AC controller PCB, which outputs 0-5V for the G3X input.

But, for you to make a standalone temp sensor directly compatible with the G3X, you could use a UMA carb temp sensor or a type-K thermocouple wired as a TIT sensor. Look in the G3X Install manual for ideas on what sensor to use.

Custom sensors are easy to set up in the Aux engine page. The manual walks you through it pretty well.
 
Got all that wired up.
Adding *one last wire* going in for Compressor Duty Cycle reading.

Also running remote Hi/Lo Service ports on aft bulkhead in the cabin for easy servicing. At least I think that might be easier, vs clambering over the battery in the hellhole.
 
You could also use a pair of inline beadlock service port splicer somewhere in the hoses running along the sidewall (or wherever you put the hoses).
I think I am going to squeeze beadlock T- fittings to a short hose leading up to the aft bulkhead. Then 2 beadlock bulkhead fittings and I will weld on the aluminum service ports to their ends. This way I can make a nice looking plate and mount the bulkheads to the plate leaving a nice tidy service port manifold. I ordered the parts, just have to get it all mocked up and see what actually works.

Perhaps unfounded but I was worried about dead-end service points being lower than the rest of the system and collecting all the oil.
 
Instead of welding, think about brazing. That's how automotive AC plumbing is joined. I used Lucas-Milhaupt AL822 to make all my plumbing joints. There's a bit of a learning curve to figure out how much heat to apply, but once you have that, it's really easy to use. Just stainless wire-brush the joints and braze.
 
Instead of welding, think about brazing. That's how automotive AC plumbing is joined. I used Lucas-Milhaupt AL822 to make all my plumbing joints. There's a bit of a learning curve to figure out how much heat to apply, but once you have that, it's really easy to use. Just stainless wire-brush the joints and braze.
Will have to look into that.
I?m lucky to have an aerospace machine shop friend with 4 or 5 planes I help look after. Drop off in the morning and welding done at the evening cocktail hour :)

I struggle to understand the eventual GEA24 setup for all the various P, T and POS sensors. Guess it can be figure out later.
Haven?t found any great videos or documentation of that part. The Manual doesn?t seem to have much on it.
 
Ok my G3xT is now mostly alive and I have all green checks on the GDU (struggling to get the 750 and 45r talking but that?s another story).

So I am looking at ?custom sensor? configs for the Freon High and Low. Wondering if you setup the sensor as ambient = 0v and 500psi=5v to get the sensor calibration.

I think I can move some things around but oddly ended up with a MISC PRESS port as the evap temp sensor and two MISC TEMP ports as the Freon pressures. I didn?t know that those ports had preconfigured sensor configs.

A bit of research to go still.
But I?m drawn down to vacuum and holding for a few days!
 
The Kavlico pressure sensors typically are 0.5V at zero PSI and 4.5V at max pressure, which is somewhere around 450-ish PSI for that sensor. Best thing is to characterize the sensor with compressed nitrogen and your manifold-gauge set to read the pressure. Read the sensor output with a multimeter. Check V output at 0 PSI and again at some even number at the high end, like 400 PSI. Input the corresponding data points (your two voltage/pressure values) into the G3X table. The G3X will interpolate the in-between pressures.
 
The finished aircraft and results were outstanding!

Jason is to be applauded for his vision with this aircraft, a summary of great choices that has resulted in another wonderful RV-10.

Finished interior.....
uXMs4MwrfHfPPc_zC58P1bcTQzmpWgLvfFlfVGK-R0EiVoNvffmeU_Jh-Wlu2PcTZWg7aOeYVgrgPNIJ1-lidT2b4h4ys05_3_FBoIMXg0WJ1pM1NJJ5Ti3trVEhgqAIBG9MQRmwrpJ_EkT8UUtx5p08su6hPYA4Oqzy5EIVEeDf7-CP6mZcQdjbNxngpTsGA65koOiShOz733ph1zqjs9wnK1A77u6AdOooRUpuOm1NcLUy8BxTevIbabZ8zHAPtATiqqPuw7wt3ao7sk8lZBk91F8inrINlZpBztvJWsngWQoEmuEmE_7R-k0TWNxZzzRQg6kZ-aKj3mT_AKFyW9hgCYUH8D-K_QwTwmILSVDPiSvw0ZJSrM0W6Z6iX2K84eFhk1zNUf5eBb8hFvfUjfL6DmTOt-H6ZBALC2nWjfSEWeYXpFot5VhUx3yswgXttwG4p92PqBQ25CbU6cqc-JTDTNTDNq23h2n4SDQF1KZuFDWaPwmQiWl_jyz_bvXM3X-SG1XIKXIR8Oz4OUGTBs5_8HLJazHFSBeuQS49SdVVFYvQbBmXmFRnBr0nVfUXvvIT9G-nAX1ickClZ1hrLipxvrsmGW7opsWKTjTi2q38BdgphV-lYCurQBtyIlvq-l0bL98DcutUdcrti0T6d76AcbN-FbeQP3q0U8unsim5Do5Tb1WfqUKPTR3o3h9kHx4kePBnf284vHtxI5m--rTsUQ=w499-h664-no

To those who have installed the Airflow Systems A/C with the rear bulkhead vents, what has been your experience with contents loaded in the baggage compartment?

It looks like a few have done a hybrid installation utilizing both bulkhead and overhead vents but I'm wondering if bulkhead vents alone are effective when carrying bags?

Thanks.
 
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