Some notes on my mistakes:
OAT probe in either the 914 or radiator metal duct work needs an
insulator as the ducts warm up and on the second flight and is really
terrible until at altitude. If insulated, it is down right tollerable
in the duct shortly after engine start.
I have put them in the back of the wing fillet gap by the flap, seen
them in the gap between the stab and fuselage, in the tail cone trim
hole, sticking out the belly (Dynon probe style stuck out of the bottom
of the aircraft clear of exhausted air), even the 912 fiberglass plenum,
and they all worked.
Some magnatometers require wire to the OAT to be installed (Dynon type)
so plan your magnatometer and OAT sensor positions to prevent 20 feet of
wire running. With the magnetometer behind the baggage bulkhead, one
was put in the hole behind the flap bracket (no cover). Do plan for
flap movement. Another mag was put under the seat, and the probe put
under the right cheek of the passenger. It worked provided your
passenger does not have an iron bottom.
If you put your Dynon magnetometer in the overhead, consider an overhead
vent with the OAT in it. If in a cold climate, when the duct is shut
off, you get cockpit temp, so plan accordingly.
Just my two cents.
Bud
----- Original Message -----
From: nigel_graham@m-tecque.co.uk<mailto:nigel_graham@m-tecque.co.uk>
To: europa-list@matronics.com<mailto:europa-list@matronics.com>
Sent: Monday, February 24, 2014 6:43 AM
Subject: Re: Europa-List: where to put OAT sensor?
"nigel_graham@m-tecque.co.uk<mailto:nigel_graham@m-tecque.co.uk>"
<nigel_graham@m-tecque.co.uk<mailto:nigel_graham@m-tecque.co.uk>>
Ahh! wrong plenum. That makes more sense as I would expect induction
air
downstream of the turbo to be in the high 70's C.
Thanks for the clarification.
Nigel
On 24/02/2014 09:16, David Joyce wrote:
> <davidjoyce@doctors.org.uk<mailto:davidjoyce@doctors.org.uk>>
>
> Nigel, Yes I have a 914' but I am talking about the space fed
> directly from a NACA inlet which gathers the air before it enters
the
> turbo. Like all the cowling inlets it will be pressurised by the
> slipstream/propwash No doubt post turbo the temperature will be
higher
> still - which is why 914s don't need carb icing protection.
> Regards, David
>
> "nigel_graham@m-tecque.co.uk<mailto:nigel_graham@m-tecque.co.uk>"
<nigel_graham@m-tecque.co.uk<mailto:nigel_graham@m-tecque.co.uk>> wrote:
"nigel_graham@m-tecque.co.uk<mailto:nigel_graham@m-tecque.co.uk>"
>> <nigel_graham@m-tecque.co.uk<mailto:nigel_graham@m-tecque.co.uk>>
>>
>> If I remember correctly, isn't 'DJ powered by a 914? If so, the
>> plenum will be fed with heat sinked (sunk?) air fresh from a
>> blisteringly hot turbo. Once Mr. Boyle has added his two cents, I'm
>> surprised that the difference between plenum and OAT is only 8c!
>>
>> Nigel
>>
>> On 23/02/2014 12:04, David Joyce wrote:
>>> <davidjoyce@doctors.org.uk<mailto:davidjoyce@doctors.org.uk>>
>>>
>>>
>>> Alan & rowland, problem with anywhere subject to ram air
>>> pressurization is that it will give an appreciably higher temp
than
>>> true OAT.(Boyle & his law). I have an airbox temp sensor in my air
>>> plenum and also an OAT sensor in the wing root just in front of
the
>>> flap control slot and the two give significantly different temps
>>> once the plane is flying, if I remember rightly by something like
>>> 8C. Regards, David Joyce, G-XSDJ
>>>
>>
>>
>> Un/Subscription,
>> Forums!
>> Admin.
>>
>>
>>
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