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114hs 2.0

carllee

carllee

Sponsor
Supporting Member
Sponsor
Aircraft Year
1974
Aircraft Type
112 Hot Shot
Reg Number
N1144J
Serial Number
186
I've had a couple fairly serious inquires recently about the 114 Hot Shot system. By serious I'm talking about people that haven't hung up the phone immediately upon hearing what it would cost to produce. I have many of the pieces I would need to assemble 3-5 systems, but the STC's for some of the main components, the turbocharger, wastegate, controller, over boost valve, and oil scavenge pump, are held by Hartzell. Over the past several years Hartzell has created a monopoly over these parts, and has quadrupled the prices. With the inflated prices from Hartzell my out the door price, not including installation, would be around $45K.

Any of you that have been in manufacturing, or distribution, or sales, knows that selling just one of something is very difficult, and hard to justify. This has been one of the largest stumbling blocks for me in offering the Hot Shot system – there just aren't enough Commanders flying, and I just can't justify the effort and expense it would take to produce them one at a time.

The reason for this post is to see if there are a few of you out there that would be interested in going in together to turbonormalize your Commanders. If there are 3-4 of you that are interested, I'll do some further research into parts availability, and pricing. If interested, PM me here or contact me through the RCM website.
 
Hi Carl,

I'm not sure if I understood that correctly.
Looking for people who want to do a "hot shot" conversion for a 114?
Would that be possible for a 114 (SN 14248) with IO 540?
Please explain that.

Best regards
Michael
 
Michael Hoffmann said:
Hi Carl,

I'm not sure if I understood that correctly.
Looking for people who want to do a "hot shot" conversion for a 114?
Would that be possible for a 114 (SN 14248) with IO 540?
Please explain that.

Best regards
Michael
Click to expand...

The system is approved for all 114, and 114A serial numbers.
 
Carl, how about a 114a with the 580?
 
Carl, I would be interested, but since my 114 is probably only 3-5 years away from needing overhaul, I would rather wait until overhaul to install the HS, rather than put the $ into an aging engine. Would it be a problem to purchase the HS system and shelve it until overhaul?
 
Exciting! I'm in 100%.. fingers crossed you get a few more.. sending you a PM.
 
Rcahamilton said:
Carl, I would be interested, but since my 114 is probably only 3-5 years away from needing overhaul, I would rather wait until overhaul to install the HS, rather than put the $ into an aging engine. Would it be a problem to purchase the HS system and shelve it until overhaul?
Click to expand...

Hi Rob,

Yes. You could shelve it for a while and fly the time off of your old engine. Adding it when you do an overhaul is a good idea. The system includes a new exhaust, and fuel pump - things that you'd have to overhaul anyway. And I recommend adding a Plane Power alternator, GAMI injectors, and a Skytech starter - things you would have probably needed to address at overhaul anyway.
 
I’m in 100%. What would be the timeframe? I’d like to get all the components in about 6-8 months and ship them here for assembly.
 
Carl, do you have any power/speed graphs for the 114HS like in the POH for the NA IO-540 to account for the extra speed possible at altitudes up to 18,000?
 
Judi very kindly sent the attached document through which gives some performance figures. I have to say I am a little surprised the aircraft isn't faster up high given the reduced drag... maybe someone with a normalised engine can comment?
 

Attachments

carllee said:
The system is approved for all 114, and 114A serial numbers.
Click to expand...


Carl, please explain the advantages of the HS system for a fool.
The engine needs an overhaul and we have to make decisions.
Thanks in advance.

Best regards
Michael
 
August222015 226.jpg

Here's one cruising along at 15,500ft, 157TAS, 24"MP
 
Here's another one at10,500ft, 171 knots 24"MP IMG_0107.JPG IMG_0108.JPG
 
carllee said:
Here's another one at10,500ft, 171 knots 24"MP
Click to expand...

Is that 171 TAS or GS? It doesn’t make sense to me since this one is flying at a lower altitude and burning less fuel than your other example, but is going 14 Kts faster. What am I missing?
 
I've seen numbers like that too but not without a tailwind.:rolleyes:
 
That's probably GS, but he's making 24" of manifold preassure at 10,500ft. Not sure what the DA, or OAT is.

He used the plane to commute from SoCal to the foothills of the eastern Cascades in Oregon, so would skirt around the south eastern side of Mt Shasta. A turbo for him was a must.

Around 165 -170 is pretty typical between 13 - 15kft. But it depends how you fly it. It'll make full power at that altitude, so you could run it at 25 - 26" of manifold pressure if you really wanted to push it.
 
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If you fly high or in the mountains you got to love the turbo. I know I do!
 
Basically it's the difference between having a throttle knob that works, and having a throttle knob that doesn't work. In an NA airplane above around 7 - 8kft the throttle doesn't do anything. You just push it all the way forward and forget about it - like driving a Yugo on the freeway - mash your foot to the floor - that's all you got! With the Hot Shot the throttle knob works all the way up to 18kft, and beyond - there's always more;)
 
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