114 Hot Shot

[alandotson]

Re: 114 Hot Shot

I believe six went overseas, two to Europe, one to South Africa and the rest to Australia. At least that was what I was told. Of the five remaining in the US, I have one, one was destroyed in an in flight fire and I don't know where the other three are. I had heard one owner won't fly his for fear of the in flight fire issue.

I know my previous 114, N4809W/SN14129, was converted in the 90's... It's the one listed above by Neal... She looks a lot better than when I had her.
Tim Jordan, a Dr. in Socal, shows as the current owner and was based at Camarillo, which might be how he discovered the STC. He was active on previous forums, but I haven't ever seen him here.

 

[carllee]

Re: 114 Hot Shot

Hi Ian,

Thanks for your excellent feedback.

If 6 are overseas, and one is not being flown, that accounts for all of them.

I hadn't heard of the in flight fire incident. Another good reason for redesigning the exhaust. I'm sure after hearing about Pete's adventure most of us are pretty certain that we don't want an in flight fire.

The benefits of an intercooler are indisputable. It would weigh less than a gallon of gas, and would probably save you a gallon of gas on initial climb alone, so if you don't want to add any extra weight you could simply put 1 less gallon of fuel in your plane every time you fill it

I'll email you directly.

Thanks,

 

[idcairns]

Re: 114 Hot Shot

Hi Ian,

Thanks for your excellent feedback.

If 6 are overseas, and one is not being flown, that accounts for all of them.

I hadn't heard of the in flight fire incident. Another good reason for redesigning the exhaust. I'm sure after hearing about Pete's adventure most of us are pretty certain that we don't want an in flight fire.

The benefits of an intercooler are indisputable. It would weigh less than a gallon of gas, and would probably save you a gallon of gas on initial climb alone, so if you don't want to add any extra weight you could simply put 1 less gallon of fuel in your plane every time you fill it

I'll email you directly.

Thanks,

Carl,

I'm quite interested in your intercooler idea. Let's talk. Look forward to your email.

 

[benelong]

Re: 114 Hot Shot

there was only one down here to my knowledge, converted down here, and was after that sold back into the states.
This was roughly around 1998

 

[N4843W]

Re: 114 Hot Shot

The performance improvement of the 112 Hotshot vs std. is pretty impressive. It makes sense that since the base 112 is relatively under-powered, it would show a significant improvement. Still, keeping full power even at 7,000 - 10,000 feet in a 114, I'd think the improvement would be more than Ian is seeing.

$1,000 a knot? That might hold for wing root fairings and such. But we are talking a lot more than that. What is the average installation of the SuperCommander, knots/cost? (Not just what is quoted, what owners are actually paying in full with labor and "additional things.")

 

[bradmc]

Re: 114 Hot Shot

I believe the lineage of the 114 turbo is something like this: Original developer --> Tornado Alley Turbo --> Tim Jordon --> CAS --> Fly-in Vacations. The STC was dormant for quite some time between Tornado Alley and Tim Jordon.

Tim Jordan is a dentist in the LA area. He bought the STC and spent a bunch of money getting the STC and PMA stuff done. I think he did make improvements to the system. He was working closely with CAS as they were ultimately going to be the sales and support organization for the system. Tim did come to the annual fly-in's in OKC to demo and sell the system.

 

[N4843W]

Re: 114 Hot Shot

I believe the lineage of the 114 turbo is something like this: Original developer --> Tornado Alley Turbo --> Tim Jordon --> CAS --> Fly-in Vacations. The STC was dormant for quite some time between Tornado Alley and Tim Jordon.

Tim Jordan is a dentist in the LA area. He bought the STC and spent a bunch of money getting the STC and PMA stuff done. I think he did make improvements to the system. He was working closely with CAS as they were ultimately going to be the sales and support organization for the system. Tim did come to the annual fly-in's in OKC to demo and sell the system.

Interesting ... one of the founders of Tornado Alley was a dentist ... there is a "Flying Dentists Association." The missing link!

 

[neald]

Re: 114 Hot Shot

I believe the lineage of the 114 turbo is something like this: Original developer --> Tornado Alley Turbo --> Tim Jordon --> CAS --> Fly-in Vacations. The STC was dormant for quite some time between Tornado Alley and Tim Jordon.

Tim Jordan is a dentist in the LA area. He bought the STC and spent a bunch of money getting the STC and PMA stuff done. I think he did make improvements to the system. He was working closely with CAS as they were ultimately going to be the sales and support organization for the system. Tim did come to the annual fly-in's in OKC to demo and sell the system.

I will do you one better:

Flightcraft Turbo -> TAT -> CAS (with Tim as investor) -> FIV

Or at least that is my best understanding.

 

[janderson]

Re: 114 Hot Shot

yes, I believe you hv the paper trail/Magnum recipe correct, Neal.

Judi

 

[carllee]

Re: 114 Hot Shot

I want to take a moment to introduce Frank Shaw. Frank is going to be working with me on the 114 Hot Shot project, and helping me with the development of the 114B Hot Shot. Frank also intends to eventually establish a West Coast Commander Service Center, so he can continue to provide support for the 112 & 114 Hot Shots, as well as straight 112 and 114s.

Frank is a great guy and a true friend to General Aviation. Here is a brief synopsis of Frank's background:

Private Pilot, SEL 1994 with Tailwheel, High Performance, and Complex endorsements. Total time just over 1000 hours. Aircraft flown is a long list; I've flown many types in test flying mechanic work.

A&P 1995. Reedley College aviation program, 4.0 GPA. Exam scores all above 92/100.
IA 1999. San Jose FSDO.

While in A&P School I owned a small business refurbishing aircraft interiors. I participated in the restoration of a few antique airplanes.

Upon earning my A&P, I worked at the Hanford Flight Center. While there I maintained a customer's Commander 112, removing and later reinstalling the engine at overhaul- immediately prior to the installation of its turbo-normalizer system. I also maintained aircraft from Ercoupes through a Cessna 421. I was there until 1997.

In 1997 I moved to the Central Coast. Here I worked at Vintage Aero in San Luis Obispo, maintaining modern and antique aircraft; Twin Commander, Cessna 195, Fairchild, Helio, Swift, along with the standard Beech, Mooney, Piper, and Cessna singles and light twins.

In 1999 I earned my IA and took a job with Advanced Aerospace, a San Luis Obispo company that built digitally controlled refrigeration equipment for airliners and high-speed rail. There I was Director of Maintenance at their Part 145 Repair Station (Accessory.) I overhauled airline air chillers and managed the test and certification department for new equipment. During this time I learned how to take a new design from test mule through prototype and into production. I was part of the production design team. I offered test data based feedback to the engineers and designers, participating in design changes and modifications. I tested, proved, and certified each new unit we produced. As a troubleshooter, I was sent to Vermont on two occasions to remedy interface issues with the then-new Acela high speed trains. Advanced Aerospace was sold to Dreissen Corp. in 2001, and they moved production out of San Luis Obispo by late 2002. During this time, I also worked part-time as a freelance Mechanic/IA at San Luis Obispo.

By 2003, one of my airport customers was PCF Aviation. They purchased Coastal Air Maintenance and asked me to join as a partner/owner and serve as Director of Maintenance. I was actively involved there into 2007, having expanded the maintenance operation from three mechanics to eight. As DOM I was the Responsible Manager of the part 145 Repair Station (Airframe and Piston Engine.) I maintained the fleet of 18 flight school airplanes and part 135 charter aircraft, along with hundreds of customer aircraft of all types. I went to Flight Safety International in Wichita KS where I was certified in all levels of maintenance for the King Air B-200 and C-90. I was certified in inspection and maintenance of the P&W PT-6, small and large case engines. I have also kept my mechanic's skills sharp by continuing my inspection and maintenance activities, now in my hangar on Paso Robles airport.

I keep my feet lively flying my fully restored 1947 Stinson.

805-712-8887

fshaw1000@gmail.com

 

[TSHEMMEN]

Re: 114 Hot Shot

Great reading Frank. When you talked about working at the Hanford Flight Center, I had to look in my log book. Sure enough..you are in it. The aircraft at that time was owned by Vandersteen Audio, later by Craig Peterson and I bought the aircraft in July '10. I'm glad my "baby" was in good hands back then. It runs great and that is because of good care it has had in the past!

 

[wab003]

Welcome Frank. Know your lively feet well. I restored a '46 Stinson and hung an O-470 on her. Great bush plane. Tried to fly both the 108 and my Commander for a few years but like having two wives, so only the AC11 now. Carl will be great partner for you and you will find a very dedicated audience out here in Commanderland.

 

[carllee]

Re: 114 Hot Shot

On Friday I signed a contract with Camarillo Aircraft Service to take over their 114 turbo normalizer program.This will be renamed the 114 Hot Shot. I expect to have all of the related parts added to the Fly In Vacations PMA list in 60 – 90 days. Once this is done, installations can begin immediately.

These are my plans for developing the program:

1) Initial installations will be made exactly as approved by the current design specifications, with the exception of a minor design change to correct some problems that CAS was having with the exhaust system, and turbo mounting brackets, and to add a provision for the future addition of an intercooler.

2) Approval and installation of an intercooler system. Once this system is approved, it would be a 30 minute, or less, bolt on item for anyone with a 114 Hot Shot, and could be added to any of the earlier CAS turbo normalized 114's as well.

3) Approval of the I0540-T4B5 engine, and 114B.

In order to start this program I need the help of 4-5 seriously interested parties. The CAS turbo normalizer system was being offered at $32,000. For the first 5 systems, I am shooting for an installed price of around $25,000, and will throw in an intercooler at whatever my cost is, once approved.

If interested please contact me directly at: carlrobinlee@msn.com 805-215-2982

There is still room for one more participant in the initial development program. Right now the price stands at 23k – Going once – Going twice........

 

[carllee]

Re: 114 Hot Shot

I've begun the design work on the following to add a provision for the future addition of an intercooler:

New exhaust system
New turbo mount system
New induction system
New air box

I'm also working on redesigning the boost reference lines to reduce the confusion under the cowl. Rewriting the installation manual, so it is easier to follow for our friends overseas, and working on part sourcing, so we can get the best quality parts at the lowest price (The system uses the same turbocharger, wastegate and wastegate controller as the factory 114/115TC).

Frank is gearing up so he can provide installation, maintenance and ongoing support, and begun discussions about the addition of the 114B/115 to the program.

 

[carllee]

Re: 114 Hot Shot

Original CAS flyer

 

[wel@wilroff.nl]

Re: 114 Hot Shot

you may call it anything you like as long as it flies 200?

and .. hopefully it will be flexifuel!!

 

[idcairns]

Re: 114 Hot Shot

Carl,
What size are the fuel injector reference lines on the Camerillo system? On mine the are 1/4" I believe. Just installed GAMI injectors in they are smaller so connections a little difficult.

 

[carllee]

Re: 114 Hot Shot

Carl,
What size are the fuel injector reference lines on the Camerillo system? On mine the are 1/4" I believe. Just installed GAMI injectors in they are smaller so connections a little difficult.

1/4" I don't know why they are so large. They don't need to be. I think the Gami's are 3/16.

 

[carllee]

Re: 114 Hot Shot

Carl,

I believe six went overseas, two to Europe, one to South Africa and the rest to Australia. At least that was what I was told. Of the five remaining in the US, I have one, one was destroyed in an in flight fire and I don't know where the other three are. I had heard one owner won't fly his for fear of the in flight fire issue.

I have spent quite a bit of time making mine safer. One of the easiest fixes was the installation of a drilled safety bolt with safety wire on the turbo support bracket. It only took one inspection where we found that bolt loose to figure out how to fix it. In my opinion this was the likely cause of the in flight fire on the one that was lost.

I have also changed the muffler to the same one used on a Cessna 210 turbo. Fits fine.

My plane has over 1800 hours since the installation of the STC. It runs like a top, runs cool and produces rated power up to 18k. I am interested to see what an intercooler would do. Air up in the mid teens is cool anyway so is fairly dense. Cooling between the turbo and the inlet manifold would cool the heated turbo air and make it even more dense and therefore capable of carrying a larger fuel charge and thus more power. But since I can get the rated power up to the flight levels I am wondering what would be the benefit?

The original design was completely different from the CAS system. It had the turbo mounted where the oil cooler is, the oil cooler was moved to the other side, and it featured a small intercooler mounted to the firewall and fed by a naca scoop on the upper cowl. It is likely this arrangement that experienced problems. TAT never produced any, and CAS knows of no failures to their system.

The CAS system leaves room for improvement, but it seems to be holding up pretty well on the planes that it is installed on.

 

[carllee]

Re: 114 Hot Shot

Carl,

My plane has over 1800 hours since the installation of the STC. It runs like a top, runs cool and produces rated power up to 18k. I am interested to see what an intercooler would do. Air up in the mid teens is cool anyway so is fairly dense. Cooling between the turbo and the inlet manifold would cool the heated turbo air and make it even more dense and therefore capable of carrying a larger fuel charge and thus more power. But since I can get the rated power up to the flight levels I am wondering what would be the benefit?

The same horsepower with less manifold pressure. I've already ordered a prototype intercooler and sould have it in my hand by the end of the month.