Will,
I=99d have to recommend the Ultimate Ventilator available through
Aircraft Spruce. ( http://www.europaowners.org/main.php?g2_itemId=63921
&
http://www.aircraftspruce.com/catalog/appages/ultimatevent.php?clickkey=
29703 ) I have them installed on my Europa and they do an excellent job
of getting air into the cockpit. They aren=99t cheap, but I guess
this is a case of getting what you pay for.
Just my 2=C2=A2, YMMV.
Blue skies & tailwinds,
Bob Borger
Europa XS Tri, Rotax 914, Airmaster C/S Prop (75 hrs).
Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP
3705 Lynchburg Dr.
Corinth, TX 76208-5331
Cel: 817-992-1117
rlborger@mac.com <mailto:rlborger@mac.com>
On Sep 12, 2017, at 9:02 AM, willydewey <willydewey@gmail.com> wrote:
I recently returned from a summer trip to Germany and Austria in G-IANI
wonderful trip but temperatures at 2000 ft rose in the cockpit to 44 deg
C
and CO2 from the exhaust bothered me most of the time..
When on the ground the 914 was a problem to start probably by fuel being
evaporated in the carbs and consequential vapour lock
I have the Standard NACA vents (broken but open) but these didnt work at
all well. Ian gave me a Mecaplex vent which unfortunalty doesnt match
the curve of the screen and maybe it would if fitted foul the locking
handle.
During the winter months I would like to redress the situation and would
be grateful for advice, in screen vents for example. Is it feasible to
block or restrict the entrance where the flap drive enters the fuselage?
If this is possible the CO2 problem might improve
Any help or tips much appreciated.
I do have the vapour return line installed back to the tank as required
by the LAA and was recently checked and a logbook entry made.
Once started from cold the 914 ran faultlessly even in those high
temperatures Both cylinder head and oil temperatures were within
limits.
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Give a wise man knowledge and he will be yet wiser
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