Kelley, I downloaded the article and found it very interesting reading. I

especially like the

part
where they found that the lift produced actually increased at some angles

of attack! The

problem I
had with all of the diagrams however is that they seem to preclude a real

world spar location.

Too
bad, I'm not one to attack the idea as I asked Paul if anyone had data on a

burried rad

configuration. The wing section used also is quite thick compared to most

current designs. Oh

well
I am back to my in cowl model for the time being. Bill Jepson

I would not look at it as an attack on the idea. The idea is OK but you must
be careful on what type of wing you apply the configuration to.
It is unlikely to work on a highly swept back leading edge like the Dyke

Delta.

I am sure it will work well on a thick straight leading edge wing if the
principles of K&M are applied to the internal shape of the duct.
Good point on the spar.
BTW the very successful British Mosquito WW II bomber used just such wing

mounted rads.

Paul Lamar

"Michael D. Lilja" wrote:

One of Paul's concerns was the lateral air movement down the swept leading

edge.  Thinking of the

Mosquito and the radiator between the fuselage and engine nacelle, would it be

possible to to put

a fence on the outboard side of the radiator inlet to block the air movement?

Simiilar to the

fences at the end of the wing used on some light planes to shield the strobe

lights from the

pilot.

Mike Lilja

       Mike I am looking at any fixes I can use to compensate for the lateral
  air movement on the Dyke Delta swept leading edge. I am not locked in to the
  NACA report 743 inlet openings and may have to go to a scoop type inlet that
  is parallel to air flow. What I am sure of at this point is that my radiators
  are going to be buried in the Delta's thick fuselage strake section. Thanks
  to all for their comments.

     Kelly Troyer

 
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