Re: Fsx Smoke System 2011 Gmc
Dee Muskopf
To prepare for installation, I studied the manual named RV-8 Front Baggage Area Installation, where everything is well explained. To begin the installation, I put the tank into the front baggage compartment with the tank bracket and all the lines in position. The internal tank pickup (suction) must be toward the rear of the airplane for best results. I wanted a clean routing of the hoses, so I paid close attention to the potential tank position.
I prepared two baggage floor stiffeners for the tank-attach brackets. Three plate nuts hold the starboard side stiffener, and a removable tank bracket arrangement holds the port side stiffener. I made three notches in the port-side tank bracket, which mounts on the baggage floor under a large washer in a bolt/large washer/spacer/nut combination, so it can slide during the installation and removal.
The smoke tank must be vented and, in my installation, drilling a small hole into the firewall to mount the kit-provided plug for the red vent hose (a long blind rivet) seemed the easiest way. If a problem arises with this arrangement (e.g., smoke oil creating a mess on the firewall), it will be easy to build a vent tube along the firewall that extends to the bottom of the aircraft. Please note, however, the vent line must go outside the aircraft with a fully-inverted smoke oil system.
I decided to plug the oil mixture valve directly to the pump exit, so the valve regulator will be easily accessible through the front baggage door. I also added a hole to the baggage floor for the oil line. To remove the smoke tank, I unscrew the clamp of the oil mixture valve, remove the red vent hose from the internal firewall plug, and remove the three bolts in the right-side tank bracket. It takes less than five minutes.
I wanted to stay in the vertical line from the hole that I had put into the baggage floor, so I prepared a contoured curve in a 3/8-inch diameter soft aluminum tube and installed the AN815 flared union fitting to connect the aluminum tube to the hose AN fitting coming from the one-way check valve (gray) already installed by the factory. Then, I cut the needed length of the supplied black pressure hose to extend from the mixture valve through the baggage floor.
The stainless hose must have sufficient slack for engine movement. I protected half of the hose with a high-temperature spiral wrap (in order to avoid friction with the fuel line) and supported it with an MS21919 DG clamp placed on the engine mount. The hose makes a sump between the bulkhead fitting and the injector in order to maintain a cleaner smoke trail cutoff when the system turns off.
The smoke system kit comes complete with every part needed for a fast and easy, plug-and-play installation. The smoke tank has an installed pump as well as a filter, tubes, plugs, brackets with bolts, AN fittings, the oil mixture valve assembly, one injector with two plugs (straight and 90), and one LED with bracket and label.
The kit-supplied tee-fitting attached to the firewall through a hole sealed with high-temperature RTV. To close the unused port for the second injector, the author squeezed and sealed a short 1/4-inch tube of soft aluminum installed in the tee with a standard AN818 nut and AN819 sleeve.
A little research told me that one needed between 0.4 gpm (gallon per minute) and 1.0 gpm of smoke fluid pumping capacity. The system detailed here pumps about 0.4 to 0.5 gpm, producing decent smoke trails for my Onex.
The smoke oil tank is a one-gallon plastic gasoline container with a few modifications. A larger smoke oil tank may be used if your aircraft has the CG tolerance and space for it. A fluid pickup flop tube was added, as well as a one-way check valve that allows air to enter to replace the fluid being pumped out while preventing spillage in other than positive-G maneuvers. To simplify and modularize the unit, I used E6000 Industrial Adhesive to glue the smoke fluid pump, solenoid valve, and check valve directly onto the container. The purpose of the normally closed solenoid valve is to prevent smoke fluid from siphoning out through the nozzles. I discovered this need when a puddle began to appear under my exhaust stacks.
Using automotive connectors, the system is wired with a push-to-talk momentary switch that controls both the solenoid and the pump. The switch is mounted in a small plastic block with Velcro straps that wrap around the control-stick grip. The basic wiring diagram for the system is shown below.
High-temperature plastic tubing is used throughout the system to get the smoke fluid from the container to the injection nozzles. A quick disconnect fitting after the solenoid valve allows the tank assembly to be removed from the aircraft for battery charging and refilling with smoke oil.
The injection nozzles were purchased from McMaster-Carr and sized to flow a total of 0.5 gpm. You can install one larger nozzle in one stack, or if you have two stacks, one nozzle in each, as I did on my Jabiru 3300. The nozzles may be installed in one of at least two ways: They can be installed directly through the exhaust stack with band clamps and a stainless sleeve, or by inserting a tube up the stack through the outlet opening. The latter method causes a slight exhaust flow restriction but does allow installation without the need for drilling any holes in the exhaust system. In either case, the nozzle(s) should be at least 12 inches from the end of the exhaust stack(s).
Other than the through-the-pipe nozzle installation, the goal of this project was to not require any permanent modifications to the aircraft. One does need to route the smoke fluid tube through the firewall, but I suspect most will be able to find an existing firewall penetration that will accommodate it.
While I love the idea of a DIY smoke oil kit. The nozzles that you recommend using are rated for well below the exhaust temperatures typically found in most piston engines. I would be reluctant to use any of those as the highest temp rating is 400 degrees
This is so cool and I definitely want to do this!! Thanks for the information,I really appreciate your efforts!! What size is the nozzle itself? I am just trying to figure out what nozzle size sothat I can get 0.5 gallon ls per minute.
This is the official SMOKE website hosted by the Center for Environmental Modeling for Policy Development (CEMPD) at the University of North Carolina at Chapel Hill. SMOKE is an active open-source development project supported and distributed by the CEMPD through the Community Modeling and Analysis System Center.
SMOKE input data consist of emissions inventories, temporal and chemical speciation profiles, spatial surrogates, gridded meteorology and land use data, and other ancillary files for specifying the timing, location, and chemical nature of emissions. SMOKE is distributed with example data for getting started with the model. The example files distributed with SMOKE are for demonstration purposes only, they are not meant for real-world modeling applications.
The primary source for non-meteorology SMOKE input data is the U.S. EPA Clearinghouse for Inventories and Emissions Factors (CHIEF). The U.S. EPA Office of Air Quality Planning and Standards (OAQPS) Emissions Inventory and Analysis Group (EIAG) provides SMOKE inputs for different rule-making modeling platforms. These platforms include not only the NEI for both criteria air pollutants (CAPs) and hazardous air pollutants (HAPs), but also all of the SMOKE ancillary data files created by EPA for use in SMOKE. EPA uses CHIEF to provide these data.
Meteorology data must be generated for specific SMOKE applications using either MM5, WRF, or a similar model. The output data from meteorology models must be formatted for SMOKE using a program like MCIP.
The Sparse Matrix Operator Kernel Emissions (SMOKE) Modeling System was originally developed at MCNC to integrate emissions data processing with high-performance computing (HPC) sparse-matrix algorithms. SMOKE is now under active development at the Institute for the Environment and is partially supported by the Community Modeling and Analysis System (CMAS).
SMOKE is primarily an emissions processing system designed to create gridded, speciated, hourly emissions for input into a variety of air quality models such as CMAQ, REMSAD, CAMX and UAM. SMOKE supports area, biogenic, mobile (both onroad and nonroad), and point source emissions processing for criteria, particulate, and toxic pollutants. For biogenic emissions modeling, SMOKE uses the Biogenic Emission Inventory System. SMOKE is also integrated with the on-road emissions model MOVES.
The sparse matrix approach used throughout SMOKE permits rapid and flexible processing of emissions data. Rapid processing is possible because SMOKE uses a series of matrix calculations rather than a less-efficient sequential approach used by previous systems. Flexible processing comes from splitting the processing steps of inventory growth, controls, chemical speciation, temporal allocation, and spatial allocation into independent steps whenever possible. The results from these steps are merged together in the final stage of processing using vector-matrix multiplication. This means that individual steps (such as adding a new control strategy, or processing for a different grid) can be performed and merged without having to redo all of the other processing steps.
SMOKE is written in Fortran 90 and is designed to run on a variety of UNIX platforms. We currently provide executables for Linux and the source code is available for download and can easily be compiled for your particular system. We do not support running SMOKE on Windows, due to the inherent limitations of that system. The current version of SMOKE is version 4.9, although earlier versions are still available for download.
The original SMOKE concept was envisioned in the early 1990's at MCNC by Dr. Carlie Coats, now of Baron Advanced Meteorology Services. Marc Houyoux managed the development of SMOKE until his departure to the U.S. EPA Office of Air Quality Planning and Standards in 2002. With active development continuing at the CEMPD, lead SMOKE development was passed from Catherine Seppanen to Dr. B.H. Baek in 2005. While some SMOKE development is occurring outside of CEMPD, the primary line of development is managed by Dr. Baek under funding from the U.S. EPA.
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