Thank you! What that means for me is that I need to find a way for whole splitter air intake to be able to fly away with parachute on deployment. In other words needs to be removable.I like the splitter designs (your first drawing, N381GC, and VH-SUA).
I wonder why people do that? Do they believe that books have been written by stupid people? Just to make money?they break almost every rule in the book
I really like this logic. Thank you!More important is the exit, and on a pusher life is a little easier, all you have to do is make sure the rear opening is as close to the propellor as can be safe (around an inch clearance is all), this will ensure the prop will act as a fan and extract the cooling air as best as possible.
Low speed taxi is at idle. The pusher suffers from low pressure in an extended climb. Needs about 100 mph for 4" water pressure to cool an air cooled engine. Hard to climb at 60 and get 4" pressure below 100 mph. Might be why Skyboy is not cowled.I believe fan was chosen because of low speed taxiing on the water.
It is common in many ballistic parachute applications to fire through a port with a cover that is supposed to be broken free. Look at the Cirrus install and the retrofits on a variety of certificated ships.My real concern is BRS. Before they give me installation approval letter, guys from BRS requested to remove larger zip ties from rocket and installed only three much smaller ones. Apparently the rocket during deployment doesn't have much push to break away any additional material. That is why I am concerned about it.
To design and build engine cowling was additional effort and money that nobody wanted to spend at the time.Might be why Skyboy is not cowled.
True-- Helped a friend maintain his 1966 337. I got to fly it some, the airplane is OK , but the rear engine lives a rough life, and the Cont 360 is not my favorite engine.A simple annular fan attached to the shaft moves air more efficiently than the pulsed passage of a prop, and the high "solidity" of a fan is better for generating a pressure differential across the opening. This might be especially important for a slow, draggy pusher where we can't count on a lot of dynamic pressure at the inlet during TO/ climb or even in cruise and the engine might be operating at relatively high power levels (a lot of heat).
The rear engine of the Cessna 336 and 337/USAF O-2 uses an annular fan for cooling. The fan has 20 blades with tip angles of 25 degrees, and draws just 2 hp to cool the 210 HP engine (so, less than 1%). As a by-product, an installation like this can clean up the aerodynamics of the rear cowling quite a bit.
(I was surprised that I couldn't easily find a picture of a Skymaster with the rear cowling off, clearly showing the fan. It is NOT rare to have the cowlings/panels open on these planes. )
Seosan South Korea September 13 2020 Stock Photo (Edit Now) 1826587778