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112 Hot Shot

Re: 112 Hot Shot

Joel....is your engine (turbo) basically the same as mine with the hot shot conversion EXCEPT that you have 210 HP and an automatic wastegate? It seems to me a lot of comments on the forums relate the TCA with the Hot Shot pretty closely in practical circumstances!?

Do you know? - would it be possible when I get to 2000+ on my engine that I can put your turbo engine in my plane?
 
Re: 112 Hot Shot

Clint

The Hot Shot is a great product and very honestly is easier to manage than the full turbo version. That being said the factory turbo is a different animal than the straight 360 with the turbo STC. The TO360 uses different cylinders (cross flow) and completely different exhaust and plumbing. The wastegate is manual and adds a bit to the complexity of flying one since it is way easier to overboost than the HotShot.

I would stick with the Hot Shot and just have the engine done at 2,000 hours or so.If the exhaust is good the only other thing you should consider is having the turbo overhauled. They typically will go to TBO and if you are starting out with a new engine you might want the new turbo too.
 
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Re: 112 Hot Shot

Commander91gm said:
I know in my TCA that the critical altitude is around 16.5k. That is the point where I can no longer maintain full boost at 75%.

See attached where it says not attainable.
Click to expand...

Where do you get that 2200 RPM chart Joel? Is it something you have extrapolated from the POH? I've been trying to work out numbers for 2300 ever since I put the 3-blade on..... k
 
Re: 112 Hot Shot

Kelly

Not sure where I got it. I am attaching the full chart. Only 65% is calculated at 2200rpm. All others are at 2400. I think it is that way in the POH too.
 

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Re: 112 Hot Shot

Planecents said:
Someone can correct me if this is wrong, but I thought the reason for the Maximum Authorized Altitude on turbos is due to the turbine over-speeding in the thinner air.
Click to expand...

There is critical altitude (which sounds a lot more serious than it actually is).

And there is max authorized altitude (which for the most part makes no sense at all).

Critical altitude is the maximum altitude at which the turbocharger can compensate for the lack of natural atmospheric pressure. This altitude varies depending on temp, humidity, pressure, etc., but for the 112HS it is around 18k ft. At this point nothing bad happens, you simply begin losing MP as you climb at the same rate you would lose MP if you were a naturally aspirated 112 climbing above sea level (it's like sea level is now at 18k ft.)

Max authorized altitude is a arbitrary number assigned by the FAA. It doesn't make much sense to me because there is no harm in allowing you to fly your plane as high as it can physically fly, as long as you are following the FARs.
 
Re: 112 Hot Shot

Commander91gm said:
Kelly

Not sure where I got it. I am attaching the full chart. Only 65% is calculated at 2200rpm. All others are at 2400. I think it is that way in the POH too.
Click to expand...

Not in mine. Mine are all calculated at 2400. k
 
Re: 112 Hot Shot

Kelly

Here is a copy of the pages from the POH
 

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Re: 112 Hot Shot

Sorry I did not make it back to the thread in a timely matter. To answer your question I took my ship up to 17,999 ft to get over the Rockies on top once and still had plenty of un-used turbo. It was March and -25 degrees up that high. She was buckin 50 knot head winds but without the Hot Shot it would have been a layover in Riverton WY. My only complaint was my feet got cold at those temps that was before I learned to plug some of the fresh air intakes in winter cold.
 
Re: 112 Hot Shot

Carl,
Does the 112HS use a pressurized magneto? I believe I have the Bendix S1200 series. It has a vented port in the side that can be plumbed for turbo. Was wondering if our system utilizes that feature.
 
Re: 112 Hot Shot

Received answer via email. Bendix does not require it. If using slick mags, need to adjust timing.
 
Re: 112 Hot Shot

CAVUCO said:
Received answer via email. Bendix does not require it. If using slick mags, need to adjust timing.
Click to expand...

It is actually the gap that might need to be adjusted if you run slick mags with the Hot Shot.
 
Re: 112 Hot Shot

Do you reduce or widen the gap?
 
Re: 112 Hot Shot

CAVUCO said:
Do you reduce or widen the gap?
Click to expand...

The point gap should be at the upper limit, and the spark plug gap should be at the lower limit with slick Mags. Bendix - no worries.
 
Re: 112 Hot Shot

And thus is born the idea behind electronic ignition systems. What would be the effect of flight at lower altitudes using these settings versus at high altitudes?
 
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