Jerry Conners wrote:

I have installed a carbon monoxide detector and must
make regular use of the cabin heat.  My flight last
evening was a cold one despite the cabin heater which
is ducted to capture exhaust heat.  Engine temperature
was lower than the preferred operating range despite
flying with full power and a leaned mixture.

Although I closed the two cabin vents and have
installed clear tape to prevent air entry from other
points of entry, N94Ks cabin temperature can approach
freezing when my cabin heat is operating at the
maximum.

I do not have additional insulation installed on the
cabin fuselage walls and the heat loss is high.

The excessive cabin air circulation does prevent
fogging and icing of the windshield. This was one of
my initial concerns about the cabin heat venting
system installed on N94K...without heat directed
towards the windshield, fogging might occur.  This has
occurred during pre-flight and I keep a soft cloth
within reach to remove any moisture that accumulates
prior to takeoff.

N94K needs an adjustable air inlet to maintain the
engine (Lycoming O-235 L2C)operating temperature at
optimum conditions.  I will also need to better
insulate the cabin.

Cold weather flying above the snow covered Sierras
around Lake Tahoe and Yosemite is a great
experience...but until I make the necessary
modifications, one that I requires bundling up in
winter flying gear and operating at full power to keep
the engine temperature within an acceptable range.

Jer

=====
Jerry L. Conners, PE
Civil Engineer
Comstock Aeronautics and Engineering
775-688-1253 (work)
775-847-0214 (home)
PO Box 509
Virginia City, Nevada 89440

Advantage rotary.


Paul Lamar
 
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