The Flightline system will only need to be turned on and run because its integral fan - just like on your car - will move sufficient air thru the condenser to enable charging. 200 mph) leaf blower propped up under the fuselage blowing air thru the condenser scoop in order to charge the system. charging system on or near an airport however, I've been using a gage set for over 50 years, and I'm comfortable using it. (If you apply significant forethought, along with a precise scale, you may weigh how much refrigerant the fully charged system required, and use that information should it need to be recharged in the future.) In my experience, I've never seen a $5000. Without volumetric information for a new system, charging is done with a gage set. Rules of thumb apply and will be very close, assuming the compressor is filled properly when received, and all other components are new. Too little oil, and the compressor life will be diminished too much and cooling is reduced. There are formulae for determining the amount of oil to be added. In addition to refrigerant, there is the ABSOLUTE requirement to add oil to all of the components in the system. Since there is no single setup for lines, it’s hard to determine how much refrigerant will be required, so the empirical approach is used charge until typical pressures are acquired, along with cooling. It turns out that for any system it is the sum of the volumes of all of the internal components, including compressor, condenser, dryer, evaporator, and lines. That said, the question becomes, “what is the exact amount of refrigerant for a system?” With a pressurized charging system, the exact amount of refrigerant may be added to the system. When charging the Cal system, there is insufficient airflow from the propeller from the prop alone to cool the compressed gases in the condenser. Only the tailcone mounted condenser from Flightline has an integral fan. Both systems have condensers the one on the Cal systems is mounted below the baggage compartment, while the Flightline is located to the rear of the tailcone / baggage bulkhead. There are two principal designs being used both of which have an engine driven compressor, along with a tailcone mounted evaporator. My hope is that you'll glean what you need to know if you wish to add A/C to your project plane. In case you haven't studied them, they're very different systems with slightly differing thermodynamics, and more. When we flew this plane last week, the OAT temps were in the mid low ‘80's, and the air was too cold! Air coming from the Brazilian system was a few degrees higher - around 42F. Well you may ask, how cold is COLD AIR? How about 39.2 degrees F? This is the result of the Flightline system, after an exhaustive troubleshooting process, along with a completely redesigned wiring system. The first two completed systems are blowing COLD AIR, while #3 is still under construction, but will have wings added this week, and is expected to fly in December. In the rest of these Notes, I'll refer to these as the "Cal" System, or the "Flightline” System. of Kelly Aerospace - and the third is from Airflow systems. The first system is from Brazil, and is apparently somewhat of a knock-off, of a system which was said to be originally designed in California (please feel free to correct me.) The second system is from Flightline - div. There are three systems I've now been involved with to one degree or another, with additional efforts ongoing. I'm new to the Forums, and what I've learned may help new builders, so here goes.ĭuring the last 9 months, several guys in my EAA Chapter - 302 in Conroe, TX - have engaged me to commission their A/C systems.
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